Deployment Programme 2015 (DP 2015)

Transcription

1 Deployment Programme 2015 (DP 2015) FPA MOVE/E2/ /SESAR FPA SGA MOVE/E2/ /SI Work Package B2 4.2 Deliverable th ovember

2 Control Approved by Massimo Garbini Managing Director Date 18/11/2015 Signature Signed Reviewed by icolas Warinsko Deputy Managing Director Director Technical and Operations Date 18/11/2015 Signature Signed Prepared by Mariagrazia La Piscopia Deputy Director Technical and Operations DP Planning Manager Date 18/11/2015 Signature Signed Heiko Teper DP Realisation Manager Date 18/119/2015 Signature Signed 2

3 Table of content Executive Summary Introduction Strategic View What s new with DP 2015? Performance Policy Full PCP implementation Priorities for 2015 CEF Calls for proposals Project view AF #1 Extended AMA and PB in high density TMA AF #2 Airport Integration and Throughput AF #3 Flexible ASM and Free Route AF #4 etwork Collaborative Management AF #5 Initial SWIM AF #6 Initial Trajectory Information Sharing Performance view SDM in the SES performance framework Performance assessment and CBA methodology s overview Funding and financing mechanisms Initial findings ext steps Monitoring view PCP current status of implementation SDM Synchronisation and Monitoring Risks and Mitigations Towards DP List of Acronyms otes

4 Executive Summary What s DP 2015? Following the timely delivery of DP v1 to the European Commission (EC) by 29 th of June 2015, the Programme has been further updated and enhanced in many of its sections, resulting into DP In accordance with Commission Implementing Regulation (EU) o 409/2013, the SJU, the M and EDA have been associated to the development of this version. In this respect, whilst DP 2015 main objectives are to factually align with the outcome of the CEF Transport call 2014 and the implementation level of the ATM Master Plan edition 2015, the Programme also brings significant improvements, such as: a performance policy supported by an enriched performance view, a tailored assessment and cost benefit analysis methodology 1, updated standardisation and regulation matrixes 2 and an enhanced gap analysis that takes into account the outcomes from the CEF Transport Call 2014 and the direct contribution of the operational stakeholders 3. Furthermore, DP 2015 provides for a detailed view on how SDM intends to ensure the synchronization of the Programme, introducing a tailored four-phase methodology 4. It is underlined that DP 2015 maintains the same scope of DP v1, which is to provide a unique, consulted, agreed and supported, ATM technological implementation plan by and for industry describing how to get organised to ensure synchronised, coordinated and timely PCP implementation. Accordingly, DP v1 structure which turns the 6 ATM functionalities and 20 sub-functionalities contained in the PCP into 44 families of implementation projects has been reconfirmed, whilst the respective set of information has been further improved. For each family of projects, DP 2015 identifies the respective projects awarded through CEF Transport Call 2014, and at the same time flags the activities to be performed by which stakeholders, where, and when indicating the optimum time for their execution. DP 2015 represents the blueprint for the ATM technological investment plans by the operational stakeholders impacted by PCP Regulation. Once approved by the EC, DP 2015 shall constitute the main reference document to specify the priorities in the CEF Calls for Proposals that will be launched by the end of DP 2015 shall also be enforced through an amendment to the SESAR Deployment Framework Partnership Agreement (FPA), replacing former PDP v0 as its technical annex. DP 2015 Consultation DP 2015 builds on the contributions from SESAR Joint Undertaking (SESAR JU), the etwork Manager (M) and the European Defence Agency (EDA), on the consultation with the operational stakeholders, engaged through the Stakeholders Consultation Platform (SCP) for performance, CBA, standardisation and regulation related matters. 1 See Section 2.2, Chapter 4 and Annex D 2 See Annex B 3 See Chapter 3 4 See Chapter 5 4

5 EASA, EUROCAE and EASCG have also been consulted by SDM for the finalization of the Standardization and Regulation Matrixes. DP 2015 s overview DP 2015 is organised into 6 main chapters. The Strategic view connects between the ATM functionalities in the PCP which sets the frame for this Deployment Programme and the families of projects which are its building blocks. The Strategic view outlines the main principles adopted by SDM developing the Project view and rolls out the 44 families of implementation projects through which SDM recommends to fully implement PCP. In order to sequence PCP implementation adequately, the Strategic view organises the 44 families in 3 levels of readiness for implementation, in the perspective of the CEF Transport and Cohesion Fund Calls for Proposals 2015: 30 high readiness families: those families are ready for implementation and the related implementation projects are the most urgent to launch in order to continue timely PCP implementation and early benefits delivery; 10 medium readiness families: those families are ready for implementation, although related implementation projects could be less urgent to launch because less critical to timely PCP implementation; 4 low readiness families: those families are not ready for implementation The Project view is at the heart of DP It propagates the general orientations laid down in the Strategic View down to the details of each families and related implementation activities. Project view added value lays with the provision, for each of the 44 families in the strategic view, of a clear breakdown in between: the implementation projects awarded through 2014 CEF Calls for proposals; the identified gaps, i.e. the implementation initiatives still required to ensure the timely implementation of the related family, sub-af, AF and then overall PCP. In this perspective, the gap analysis is the tool provided by SDM to the operational stakeholders with a twofold objective: o ease the timely alignment of the ATM technological investment plans with PCP implementation sequencing; o maximise operational stakeholders probability to access the available EU co-funding by sequencing in time the implementation initiatives against the co-funding opportunities. Operational stakeholders attention is particularly drawn to this gap analysis, as it provides for a clear indication on what is expected to be implemented and by when, helping the stakeholders in ensuring their investment plans are aligned with the Programme. The Performance view has been further enhanced in comparison with DP v1. Still providing for an overview of SDM s role within the SES performance framework, it now introduces the performance assessment and CBA methodology that SDM will apply in support to its performance policy and how it builds on and connect with the methodologies used by other SES and SESAR bodies involved into performance. Furthermore, whilst outlining the funding and financing mechanisms that could be activated to facilitate 5

6 timely PCP implementation by the operational stakeholders and further optimise PCP s benefits, it provides for some initial findings, mainly derived from the costs and expected benefits drawn from the implementation projects awarded as a result from the CEF Transport Call Under the Monitoring view, there is still no projects within the SESAR Deployment FPA to report on. As a smooth transition towards Deployment Programme realisation, the Monitoring view in the DP 2015 reports status of priority implementation activities defined in the former Interim Deployment Programme. The Monitoring view also introduces the methodology for SDM to coordinate and synchronise the implementation projects during DP realisation.. Risks and mitigations flows down from the previous chapters recapping the 9 high level risks to PCP implementation. SDM also proposes related mitigation actions. Finally, last chapter looks forward the future version of the DP, which is the DP 2016 Draft by 30 th June It anticipates the further improvements that will appear in DP 2016, which will target the CEF Transport Call 2016 whilst recording the implementation projects submitted in the framework of the CEF Transport Calls 2015 pending final award decisions by IEA. Furthermore, the chapter underlines SDM early start for DP 2016 development in order to provide stakeholders with a significantly extended consultation period. 6

7 1. Introduction DP 2015 has been developed on the basis of the set of principles reported in DP v1, and building on the inputs and contributions received since its release in June After the DP 2015 released by 30 th of September 2015, the European Commission has returned some more comments to the SESAR Deployment Manager. In order to provide the European Commission with an agreed version that could support both its approval process and the CEF Transport General and Cohesion Calls for Proposals 2015, the SESAR Deployment Manager has released this version of DP 2015 dated 19 th ovember Where the Strategic view provides for the guidelines to comprehend the overall Programme structure, chapter 3 Project view details down, at family level, the implementation projects awarded through 2014 CEF Transport Calls for Proposals as well as the implementation initiatives remaining to be tackled to address identified gaps in the PCP implementation and thus support full PCP implementation and performance expectations. Tightly linked to the Project view is the Performance view presented in chapter 4: it provides for an overview of SDM s role within the SES performance framework, introduces SDM performance assessment and CBA methodology, and outlines funding and financing mechanisms that could be activated to facilitate timely PCP implementation. Chapter 5 Monitoring view provides the overview of the current implementation status of the full PCP scope, in particular reporting the IDP Execution Progress Report (IEPR) recommendations and status update, the results of the enhanced gap analysis exercise, and the SDM synchronization and monitoring four-phase methodology. The development of the above views triggers the identification of risks to PCP implementation and DP 2015 realisation and related potential mitigation actions either under SDM or other stakeholders remits, both described in chapter 6 Risks and Mitigations. Chapter 7 Towards DP 2016 concludes DP 2015 looking at the future version of the Programme. DP 2015 also includes four Annexes, here below listed: Annex A Project view Projects details, updated according to 2014 CEF Transport Calls for Proposals awarding results; Annex B - Standardization and Regulation matrixes, updated according to the outputs of the coordination with EASA, EDA, M, SJU and EUROCAE, and of the consultation with the operational stakeholders; Annex C the updated IP Template which will be used during the 2015 CEF Transport Call for those project proposals deploying ATM functionalities identified in the Pilot Common Project in accordance with the present Programme. Such template has been developed in full compliance with IEA policy requirements and enhanced according to the lessons learnt during 2014 CEF Transport Calls for Proposals; Annex D Performance Assessment and Cost Benefit Analysis methodology 7

8 2. Strategic View The Strategic view is at the articulation between the PCP the business view which sets the frame for this Deployment Programme, and the detailed Project view presented in the next section. In particular, Section 2.1 outlines the main new features in DP 2015 compared to DP v1, which includes: the update of the Programme following the results of IEA evaluation process for CEF Transport Calls for proposals 2014; an enhanced gap analysis thanks to the inputs provided by the operational stakeholders through ad-hoc templates; a detailed view of the approach developed by SDM to synchronise the IPs identified in the DP; the inclusion of two new annexes respectively introducing the IP template (Annex C) and the Performance Assessment and Cost Benefit Analysis Methodology (Annex D). Section 2.2 then presents SDM s performance policy, developed according to its regulatory framework and in full alignment with its scope and responsibilities, whilst section 2.3 reconfirms DP v1 work breakdown structure and related families Gantt charts. Finally, section 2.4 concludes with the general orientations proposed to the EC and the IEA, updated according to 2014 CEF Transport Call results, in order to continue timely implementation of PCP through the next CEF Transport Calls for Proposals. 8

9 2.1 What s new with DP 2015? Deployment Programme 2015 DP 2015 builds on DP v1, itself derived from PDP v1; the table here below summarises the roadmap timetabled by previous PDP v1 and DP v1 releases: PDP v1 DP v1 DP 2015 Released 31/03/15 24/06/15 30/09/2015 Consulted o Yes o Approved oted oted ovember Strategic view Yes Yes (updated) Yes (updated) Project view L1: AFs L2: sub-afs As in PCP As in PCP As in PCP L3: families Fast-tracks only (updated) 44 families 44 families L4: implementation projects 110 projects submitted to 2014 CEF Call 110 projects submitted to 2014 CEF Call + gaps Projects awarded in 2014 CEF call + gaps (updated) Performance view one Initial Enhanced Monitoring view one Limited to IDSG s hand over for PCP prerequisites and facilitators, including DLS IDSG s handover + preliminary view of implementation activities still needed for full PCP implementation Table 1 PDP v1, DP v1, DP 2015 Roadmap Whereas PDP v1 developed an initial project view of the Pilot Common Project (PCP), and DP v1 widened its scope embracing the full PCP, DP 2015 provides a further up-to-date picture of SESAR implementation at both level 3 and level 4. With regard to level 3, the structure of DP v1 families has been re-confirmed, whilst respective set of information has been further improved: in particular, the References and guidance material, the Industry standards and the Means of compliance and certification 9

10 of community specifications have been updated according to the outputs of the Standardization and Regulation matrixes (S&R) consultation and consolidation process. As detailed in Annex B, DP 2015 has indeed enhanced the S&R matrixes included in DP v1 thanks to the coordination with EASA, EDA, M, SJU and EUROCAE, and the consultation with the operational stakeholders whose outputs have been recorded in the matrixes themselves. With regard to the level 4, DP 2015 has been updated according to the results of 2014 CEF Calls for Proposals. Furthermore, the gap analysis initialized in DP v1 has been significantly enhanced through the direct involvement of the operational stakeholders. The analysis, building on the inputs provided by Airspace Users, ASPs and airports through adhoc templates developed by SDM (see chapter 5), now further details the nature of the gap identified; in particular, with regard to the ground stakeholders, nine categories of implementation status have been identified, plus a tenth one in case no information is available: 1. Family's scope already fully implemented (not a gap); 2. Submitted project(s) for which CEF financing has already been requested; its/their realisation will ensure the full family's implementation coverage (not a gap); 3. Submitted project(s) for which CEF financing has already been requested, although the full family's implementation will not be covered; 4. Implementation planned but for which co-financing through CEF Calls have not been requested and/or not awarded; 5. Implementation in progress but for which co-financing through CEF Calls have not been requested and/or not awarded; 6. Partial coverage in terms of scope (not all the necessary functionalities have been implemented; 7. Partial coverage in terms of involved Stakeholders; 8. Complete lack of any implementation initiative; 9. ot Applicable (not a gap); 10. o information available It is worth noting that the current snapshot of ground gaps included in the Programme is the result of the integration of feedbacks gathered from the ASPs and from the Airport operators perspective, aiming at providing a common perspective of which implementation activities are still to be performed on ground side. Detailed feedback received from both stakeholders category will however be taken in the upmost consideration during the elaboration of future versions of the Programme, potentially leading to a further expansion and development of the monitoring view. With regard to the Airspace users (AUs), the gap analysis has been performed through a survey in cooperation with the airspace user associations, targeting those families impacting the AUs. In order to identify where further projects would be needed in order to deliver the PCP and to address the needs of the Airspace User community, two questionnaires have been developed, one on PCP-related flight planning capabilities, the other one on aircraft capabilities and airspace user s readiness to deploy avionic functionalities already embodied on their aircraft and also the operational readiness (Operational Approval / Flight Crew Trained). This network-centric approach, due the nature of the AU stakeholders, complemented the gap analysis of the ground stakeholders. It is worth noting that the gap analysis represents a living picture of the actual status of SESAR 10

11 implementation and, as such, is to be constantly kept updated through SDM synchronization and monitoring of the Programme. In this respect, DP 2015 introduces SDM synchronization and monitoring four phases methodology, as detailed in chapter 5. Starting from the preliminary activities carried out during DP elaboration - when common monitoring milestones are identified, and building on the assessment of Indications of Interest and candidate IPs respectively in the Pre-bid and Bid phases, the methodology allows a thorough monitoring of the projects implementation during the execution of the Programme, ensuring a consistent up-todate picture of the implementation status. 11

12 2.2 Performance Policy SESAR Deployment Manager (SDM), according to its regulatory framework set by Commission Implementing Regulations (EU) o 409/2013 and o 716/2014, considers the performance driven deployment of the Pilot Common Project and any subsequent Common Project as a priority. SDM commitment is focused on a constant improvement of the methodology to assess the consistency with and level of contribution to European Union-wide performance targets 5 provided by technological investments. Within the scope of its responsibilities, SDM s performance policy is to: 1. Guarantee compliance to relevant regulations and adherence to the European ATM Master Plan as reference for operational changes that are essential enablers to achieve the Single European Sky (SES) performance objectives; 2. Guarantee full coordination with SJU, PRB and M on performance assessment; 3. Guarantee the consultation with the implementing partners on performance analysis before they are published and within the consultation process defined for the Deployment Program; 4. Provide the assessment of implementing projects against SES performance targets namely safety, capacity, environment and cost efficiency as part of the synchronisation effort of the Deployment Program; 5. Provide the analysis of the costs and expected benefits of the PCP related implementation projects; 6. Provide the monitoring and the assessment of impact of implementing projects on each performance target; 7. Promote the use of good practices in the field of cost benefit analysis methodologies and the adoption of continuous improvement models; 8. Guarantee that all involved staff is aware of its role in the achievement of performance driven deployment; 9. Develop and promote, at management and implementation levels of the SESAR Deployment Governance, a performance driven culture. The performance view of the Deployment Programme (chapter 4) further develops the above described performance policy. 5 European Union-wide performance targets means the targets referred to in Article 9 of Commission Implementing Regulation (EU) o 390/

13 2.3 Full PCP implementation Deployment Programme 2015 PCP combines coherent technological improvements aiming to enhance the performance of the European Air Traffic Management system in the short to medium term. It focuses on the technological improvements that are mature enough to start deployment in and require a synchronized implementation among the key investors. It also fosters the implementation of key ground-ground and air-ground infrastructural building blocks for the future Common Projects. As also reported in DP v1, DP 2015 aims at providing the project view for full PCP implementation, thus becoming the blueprint for PCP implementation for all operational stakeholders: in particular, Level 3 identifies coherent groups of implementation activities, the Families underpinning the deployment of the 6 ATM Functionalities in the PCP. Fig. 1 shows DP 2015 overall structure with families clustered per AF and labelled according to: both its readiness for implementation and time wise urgency to be launched in order to pursue timely PCP implementation: o High Readiness Families: ready for implementation families, which need to be awarded through 2015 Calls; these families are ready for implementation and time wise the most urgent to launch in order to continue timely PCP implementation and early benefits delivery. o Medium Readiness Families: ready for implementation families that should be ideally awarded through 2015 Calls; these families are ready for implementation, although time wise less urgent to launch for PCP implementation. o Low Readiness Families: not ready for implementation families; these families are not yet ready for implementation but will be re-considered when developing the future versions of the Deployment Programme as their readiness for implementation is expected to improve in time. 13

14 Deployment Programme 2015 AF1 Extended AMA and PB in high density TMA AF2 Airport Integration and Throughput S-AF 1.1 Arrival Management Extended to en-route Airspace S-AF 1.2 Enhanced TMA Using RP-Based Operations S-AF 2.1 DMA synchronized with Predeparture sequencing S-AF2.2 DMA integrating Surface Management Constraints S-AF2.3 Time-Based Separation for Final Approach S-AF2.4 Automated Assistance to Controller for Surface Movement Planning and Routing S-AF 2.5 Airport Safety ets AF3 Flexible ASM and Free Route AF4 etwork Collaborative Management S-AF 3.1 ASM and Advanced FUA S-AF 3.2 Free Route S-AF 4.1 Enhanced STAM S-AF4.2 Collaborative OP S-AF4.3 Calculated Take-off Time to Target Times for AFTCM Purposes S-AF4.4 Automated Support for Traffic Complexity Assessment AF5 Initial SWIM AF6 Initial Trajectory Information Sharing S-AF 5.1 Common Infrastructure Components S-AF 5.2 SWIM Infrastructures and Profiles S-AF 6.1 Initial Trajectory Information Sharing S-AF 5.3 Aeronautical Information Exchange S-AF 5.5 Cooperative etwork Information Exchange S-AF 5.4 Meteorological Information Exchange S-AF 5.6 Flights Information Exchange Chart Key ATM Functionalities Sub AF Level 3 Family High Readiness Level 3 Family Medium Readiness Level 3 Family Low Readiness Fig. 1 Overall DP 2015 Structure 14

15 AF1 Extended AMA and PB in high density TMA Deployment Programme 2015 In particular, here below the full list of 44 DP 2015 families is reported, along with dedicated GATT charts which highlight the recommended roadmap for implementation of each Family, clustered by ATM Functionality: AF1 Extended Arrival Management and Performance Based avigation in the High Density TMAs Basic AMA AMA Upgrade to include Extended Horizon function RP Approaches with vertical guidance Geographic Database for Procedure Design RP 1 Operations in high density TMAs (ground capabilities) RP 1 Operations in high density TMAs (aircraft capabilities) Implement Advanced RP routes below Flight Level Sub AF 1.1 Family Family AMA integration with Family and Family Sub AF 1.2 Family Family Family 1.2.3* Family 1.2.4* Link with the upgrade of ATM systems to support DCTs and Free Route (3.2.1, and 3.2.4) Family 1.2.5* * Potential update of the FOC, pending EASA PB-PA Implementing Rule (currently in consultation phase) Chart Key ATM Functionalities Sub AF Level 3 Family High Readiness Level 3 Family Medium Readiness Level 3 Family Low Readiness Sub AF target date (as by Implementing Regulation (EU) o 716/2014) Family target date (as by Implementing Regulation (EU) o 716/2014) B. The dotted lines indicate where upgrades might be necessary on the basis of integration need with other families Fig. 2 - AF1 Proposed Roadmap for Implementation 15

16 AF2 Airport Integration and Throughput Deployment Programme AF2 Airport Integration and Throughput Initial DMA Electronic Flight Strips (EFS) Basic A-CDM Initial Airport Operational Plan (AOP) A-SMGCS Level 1 and Time Based Separation (TBS) A-SMGCS Routing and Planning Functions Airport Safety ets associated with A-SMGCS (Level 2) Implement Aircraft and vehicle systems contributing to Airport Safety ets Sub AF 2.1 Family Family Family Family Sub AF 2.2 Family Sub AF 2.3 Family DMA integration with A-SMGCS Routing and Planning Functions (2.4.1) Sub AF 2.4 Family Sub AF 2.5 Family Family Safety ets integration with A-SMGCS Routing and Planning Functions (2.4.1) Chart Key ATM Functionalities Sub AF Level 3 Family High Readiness Level 3 Family Medium Readiness Level 3 Family Low Readiness Sub AF target date (as by Implementing Regulation (EU) o 716/2014) Family target date (as by Implementing Regulation (EU) o 716/2014) B. The dotted lines indicate where upgrades might be necessary on the basis of integration need with other families Fig. 3 - AF2 Proposed Roadmap for Implementation 16

17 AF3 Flexible ASM and Free Route Deployment Programme AF3 Flexible Airspace Management and Free Route (Initial) ASM Tool to support AFUA ASM management of real time data Full rolling ASM/ATFCM process and ASM information sharing Management of Dynamic Airspace configurations Upgrade of ATM systems (M, ASPs, Aus) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) Implement Published Direct Routings (DCTs) Implement Free Route Airspace Family Sub AF 3.1 Family Family Family Sub AF 3.2 Family Family Family B. For Sub-AF 3.2, the Implementing Rule states that Direct routing shall be implemented by 01/01/2018, while Free Route shall be implemented by 01/01/2022 Chart Key ATM Functionalities Sub AF Level 3 Family High Readiness Level 3 Family Medium Readiness Level 3 Family Low Readiness Sub AF target date (as by Implementing Regulation (EU) o 716/2014) Family target date (as by Implementing Regulation (EU) o 716/2014) Fig. 4 AF3 Proposed Roadmap for Implementation 17

18 AF4 etwork Collaborative Management Deployment Programme AF4 etwork Collaborative Management STAM Phase STAM Phase Interactive Rolling OP Interface ATM systems to M systems AOP/OP Information Sharing Target times for ATFCM purposes Reconciled Target Times for ATFCM and arrival sequencing Traffic Complexity Tools Sub AF 4.1 Family Family Sub AF 4.2 Family Family Family Sub AF 4.3 Family Family Sub AF 4.4 Family Chart Key ATM Functionalities Sub AF Level 3 Family High Readiness Level 3 Family Medium Readiness Level 3 Family Low Readiness Sub AF target date (as by Implementing Regulation (EU) o 716/2014) Family target date (as by Implementing Regulation (EU) o 716/2014) Fig. 5 AF4 Proposed Roadmap for Implementation 18

19 AF5 Initial SWIM Deployment Programme AF5 Initial System Wide Information Management PES 1 Pan-European etwork Service v Future PES Future Pan-European etwork Service Common SWIM Infrastructure Components Stakeholders Internet Protocol Compliance Stakeholders SWIM Infrastructure components Upgrade / Implement Aeronautical Information Exchange System / Service Upgrade / Implement Meteorological Information Exchange System / Service Upgrade / Implement Cooperative etwork Information Exchange System / Service Upgrade / Implement Flight Information Exchange System / Service Sub AF 5.1 Family Family Family Family 5.2.1* Sub AF 5.2 Family Sub AF 5.3 Family Sub AF 5.4 Family Family Family Sub AF 5.5 Sub AF 5.6 * Considering the FMTP Implementing Regulation (EC) o 633/2007 Chart Key ATM Functionalities Sub AF Level 3 Family High Readiness Level 3 Family Medium Readiness Level 3 Family Low Readiness Sub AF target date (as by Implementing Regulation (EU) o 716/2014) Family target date (as by Implementing Regulation (EU) o 716/2014) Fig. 6 AF5 Proposed Roadmap for Implementation 19

20 AF6 Initial Trajectory Information Sharing Deployment Programme AF6 Initial Trajectory Information Sharing FDP upgrade in preparation of integration of aircraft flight data prediction Air Ground Data Link deployment for A/G Communication Air Ground Communication Service Upgrade Aircraft Equipage in preparation of exchange of aircraft flight data prediction Sub AF 6.1 Family Family 6.1.2* Family Family * According to (EU) o 310/2015 implementation of Datalink is set for 2/2018 (ground side) and 2/2020 (airside) B. Family level of readiness could be changed in future versions of DP, since specific study from SJU results are expected by mid-2016 Chart Key ATM Functionalities Sub AF Level 3 Family High Readiness Level 3 Family Medium Readiness Level 3 Family Low Readiness Sub AF target date (as by Implementing Regulation (EU) o 716/2014) Family target date (as by Implementing Regulation (EU) o 716/2014) Fig. 7 AF6 Proposed Roadmap for Implementation 20

21 2.4 Priorities for 2015 CEF Calls for proposals Whereas the above section 2.3 provides an overview for full PCP implementation until the current financial perspective ends, this section focuses on the very next opportunities for co-funding that are the calls CEF Transport and CEF Cohesion Fund In order to ensure optimum use of these opportunities by the operational stakeholders, the Project view zooms on level 4, which reflects for each family: 1. the implementation projects awarded through 2014 CEF Calls for proposals, (dark blue box on the left end side of figure 8 below); 2. the identified gaps, i.e. the implementation initiatives deemed necessary to ensure the timely implementation of the related family, sub-af, AF and then overall PCP (grey box on the right end side of figure 8 below). In this perspective, the gap analysis exercise becomes a tool at disposal of the operational stakeholders with a twofold objective: o ease the timely alignment of the ATM technological investment plans with PCP implementation sequencing o maximise operational stakeholders probability to access the available financial support by synchronizing the implementation initiatives with the co-funding priorities. As explained in chapter 5 Monitoring view, SDM has developed the gap analysis in full cooperation with the etwork Manager, and on the basis of ad-hoc surveys distributed to the operational stakeholders. The consultation of the operational stakeholders has been therefore taken as an opportunity to further consolidate the gap analysis. Fig. 8 shows the generic work breakdown structure (WBS) of a family. This generic WBS is developed for each family in the chapter 3 Project view below: H Family ame CEF Call 2014 Awarded Projects Identified GAPs XXXAFX XXXAFX XXXAFX Implementation #1 Implementation #2 Implementation #3 Implementation #4 Implementation #5 Implementation #6 H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement Fig. 8 Family WBS As detailed in the legend, the WBS has been developed in order to report: 21

22 The readiness for implementation and criticality of the Family, as described in paragraph 2.2; The family related implementation projects (or part of) awarded through the 2014 CEF Transport Call; The family related implementation initiatives (gaps) not yet submitted by the operational stakeholders, but deemed necessary to ensure a timely and effective deployment of the Programme and to support the performance expectations. In particular, as mentioned, the gaps focus on the very next opportunities for co-funding (2015 CEF Calls). In addition, as detailed in chapter 5 Monitoring view, the gaps identified per each family address seven different cases: o Submitted project(s) for which CEF financing has already been requested, although the full family's implementation will not be covered; o Implementation planned but for which co-financing through CEF Calls have not been requested and/or not awarded; o Implementation in progress but for which co-financing through CEF Calls have not been requested and/or not awarded; o Partial coverage in terms of scope (not all the necessary functionalities have been implemented; o Partial coverage in terms of involved Stakeholders; o Complete lack of any implementation initiative; o o information available The implementation initiatives critical to the improvement of the performance at network level, identified by the etwork Manager in the latest version of the European etwork Operations Plan ( ) released in March 2015, have been also labelled with a blue symbol; moreover, for the relevant families, it has been explicitly mentioned whether potential upgrades and enhancements of Airspace Users Computer Flight Planning Systems and/or aircraft capabilities are envisaged. The indication whether each implementation project/initiative, according to its geographical scope, should be co-funded through CEF Transport Calls for Proposals or CEF Cohesion fund Calls for Proposals. The full list of priorities is reported within Chapter 5. 22

23 3. Project view With regard to the project view, on top of the detailed descriptions of the Programme families addressing the full PCP, DP 2015 includes an updated view of the Level 4, which encompasses the full list of all Implementation Projects awarded within the 2014 CEF Transport Calls for Proposals, as well as the list of the implementation priorities that need to be fulfilled in order to guarantee timely and synchronized implementation of the PCP. A more in-depth description of the IPs is included within Annex A of the Programme. Accordingly, this chapter is structured as follows: Overview of the first 4 levels of the PCP structure, re-organized in line with the identification of the 44 families, while also including the Implementation Projects awarded during CEF Transport Call 2014; Detailed descriptions of all DP 2015 families; Dedicated Work Breakdown Structures (WBS), as illustrated in Chapter 2, encompassing both the projects awarded during CEF Transport Call 2014 and the implementation initiatives not yet fully addressed (Gaps); It is worth noting that the DP 2015 Gap Analysis, reported in detail Chapter 5, has been further enhanced through the collection of additional monitoring data, provided by both ground and air stakeholders, and through the direct coordination with the etwork Manager. In this respect, the SDM considers the results of this analysis as a living picture that will be constantly updated and improved during the years. 23

24 3.1 AF #1 Extended AMA and PB in high density TMA The following chart highlights all Families and Implementation projects (identified by their Reference umber) related to the AF #1, divided in sub-afs. AF1 Extended AMA and PB in high density TMA S-AF 1.1 Arrival Management extended to en-route Airspace S-AF1.2 Enhanced TMA using RP-Based Operations Family Basic AMA Family AMA upgrade to include Extended Horizon function Family RP approaches with vertical guidance Family Geographic Database for procedure design 083AF1 007AF1 051AF1 060AF1 104AF1 013AF1 061AF1a 065AF1 Family RP 1 operations in high density TMAs (ground capabilities) Family RP 1 operations in high density TMAs (aircraft capabilities) 091AF1 107AF1 119AF1 120AF1 Family Implement Advanced RP routes below Flight Level 310 The following table encompasses the list of all projects related to the AF #1 that have been awarded by 2014 CEF Transport Call. Further details for each Implementation Projects are provided within Annex A. Reference umber 007AF1 013AF1 051AF1 Title Performance Based avigation (PB) implementation in Vienna (LOWW) Implementation of RP Approaches with Vertical Guidance at the Belgian civil aerodromes within the Brussels TMA Required avigation Performance Approaches at CDG Airport with vertical guidance IP description Page umber (Annex A) AF1 EAIRE reference geographic database (Family 1.2.2) 6 061AF1a Required avigation Performance Approach Implementation in Palma de Mallorca 7 065AF1 EAV Geographic DB for Procedure Design 8 083AF1 AMA extended to en-route 9 091AF1 Enhanced Terminal Airspace (TMA) using Required avigation Performance based Operations 10 24

25 Reference umber Title IP description Page umber (Annex A) 104AF1 Lower Airspace optimization AF1 First phase of RAV1 and RP-APCH approaches Amsterdam Schiphol (EHAM) 119AF1 Manchester TMA Redevelopment AF1 London Airspace Management Programme (LAMP) Table 2 List of AF1 Implementation Projects (IPs) 25

26 Family Basic AMA Designator ame Main Sub-AF Basic AMA Arrival Management extended to en-route Airspace Implement Basic AMA to support traffic synchronization in high density TMAs. Description and Scope Basic AMA shall: - improve sequencing and metering of arrival aircraft in selected TMAs and airports; - continuously calculate arrival sequences and times for flights, taking into account the locally defined landing rate, the required spacing for flights arriving to the runway and other criteria; - provide automated sequencing support for the ATCOs handling traffic arriving to an airport; and - provide as a minimum simple Time To Lose / Time To Gain - TTL/TTG information, optionally also more complex direct trajectory management solutions, such as speed to be flown. If AMA is already implemented, it might be necessary to upgrade the functionality or consider replacement to meet the requirements and/or to prepare for the automatic coordination with adjacent ACCs as required for AMA with extended horizon (see 1.1.2). On-board capabilities (FMS) should support either/or Time to Lose or Gain or Speed Advice. RTA functionality (Required Time of Arrival) could be one option to support on-board time management for metering and sequencing of arrival aircraft. Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Retrofit FMS may be an option subject to a positive CBA. Before /01/2020 ATM Master Plan Level 2 (Dataset 14): TS-0102 (Baseline) ATM Master Plan Level 3 (Edition 2015): Link to ATC07.1 EUROCOTROL - Arrival Manager - Implementation Guidelines and Lessons Learned; Edition:0.1 Edition Date: 17/12/2010 ASPs Commission Implementing Regulation (EU) o 716/2014 Ex-ante synchronization requirements, to be further assessed at the level of Local Implementation Projects. Integration with local ATM 26

27 systems necessary to process the flight plan and radar data. Therefore at least synchronization with local ATM-system required. Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Commission Implementing Regulation (EU) o 716/2014 one one Precision of AMA planning will be improved once the airborne trajectory data is downlinked to ATM systems. This future feature is part of AF6. High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

28 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Basic AMA CEF Call 2014 Awarded Projects Identified GAPs Vienna Schwechat Brussels ational Copenhagen Kastrup ice Cote d Azur Dusseldorf International Berlin Brandenburg Airport Dublin Airport Amsterdam Schiphol Palma de Mallorca San Juan Stockholm Arlanda Istanbul Ataturk Airport London Stansted London Gatwick Manchester Ringway H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 28

29 Family AMA upgrade to include Extended Horizon function Designator ame Main Sub-AF Description and Scope AMA upgrade to include Extended Horizon function Arrival management extended to en-route airspace Implementation of arrival management extended to en-route airspaces at high density TMAs and its associated adjacent ACCs/UACs. Arrival Management extended to en-route Airspace extends the AMA horizon from the nautical miles to nautical miles from the arrival airport. Traffic sequencing/metering may be conducted in the en-route before top-of-decent, thus allowing the aircraft operator to optimise the flight profile. Extending the AMA horizon may in many cases affect the airspace design, and it is therefore essential that all stakeholders, including military authorities are consulted. Air Traffic Control (ATC) services in the TMAs implementing AMA operations shall coordinate with Air Traffic Services (ATS) units responsible for adjacent en-route sectors. Arrival management information exchange (AMA) or other generic arrival message can be used. Where iswim functionality referred to in AF5 is available, data exchange concerning Extended AMA shall be implemented using SWIM services. Input data to AMA need to be provided by the most accurate trajectory prediction information available (including EFD, CPR, etc.). Downlinked trajectory information as specified in AF6, where available, shall be used by the AMA. It should be noted that AMA upgrade to include Extended Horizon function includes the following aspects: - A sector receiving arrival messages must display information for the controller in order to facilitate that instructions are given to aircraft. - A sector operating a Basic AMA should be able to generate arrival messages to adjacent sectors providing instructions to aircraft outside its own sector. - ATM systems must be upgraded in order to be able to generate, communicate, receive and display AMA messages. - Bilateral agreements must be established between the sectors involved that very well can be in different ATC units and also in different countries. In some cases the etwork Manager should be informed. - Integration of departing traffic from airfields within the extended horizon destined to arrive at the AMA airfield. Initial Operational Capability 01/01/

30 Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal 01/01/2024 ATM Master Plan Level 2 (Dataset 14): TS-0305, TS-0305-A ATM Master Plan Level 3 (Edition 2015): Link to ATC15 IDP WP5.2 EUROCOTROL AMA Information Extension to En Route Sectors - Concept of Operations; Edition 1.0; Edition date: 5/06/2009 ASPs (operating each high density TMA and ASPs operating associated and adjacent en-route ACCs/UACs, i.e. control centres responsible for ATS in any airspace that lies within the Extended AMA horizon range), M, AU, Military Authority. Any of the airports/tmas listed in Commission Implementing Regulation (EU) o 716/ adjacent ACCs /UACs (the adjacent ACC may be operated by a different ASP than the one operating the TMA). ote: the Implementing rule does not specify the list of impacted ACCs/UACs. When extending the AMA horizon, synchronization must be made with all affected sectors. Airspace design and procedural changes must be coordinated with military authorities. Synchronization is also needed to adjust/upgrade the ATM-systems of the adjacent ACC/UACs to process the arrival message provided by Extended AMA (SW-change, test, integration, and implementation). Extending the AMA horizon assumes that an AMA is in place (see Family 1.1.1). It is possible to implement both Family and Family at the same time. Commission Implementing Regulation (EU) o 716/2014 one one (Basic AMA) is a facilitator Upgrade of ATM systems (M, ASPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) Reconciled Target Times for ATFCM and arrival sequencing High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

31 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H AMA Upgrade to include Extended Horizon function CEF Call 2014 Awarded Projects Identified GAPs 083AF1 104AF1 Vienna Schwechat Copenhagen Kastrup Brussels ational Paris Charles De Gaulle Paris Orly ice Cote d Azur Frankfurt International Munich Franz Josef Strauss Dusseldorf International Berlin Brandenburg Airport Dublin Airport Milan Malpensa Rome Fiumicino Amsterdam Schiphol Oslo Gardermoen Madrid Barajas Barcelona El Prat Palma de Mallorca San Juan Stockholm Arlanda Zurich Kloten Istanbul Ataturk Airport London Stansted London Gatwick Manchester Ringway H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 31

32 Family RP APCH with vertical guidance Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability RP APCH with vertical guidance Enhanced Terminal Airspace using RP-Based Operations Implementation of environmental friendly procedures (noise and GHG emissions) for approach using PB in high-density TMAs, as specified in RP APCH (Lateral avigation/vertical avigation (LAV/VAV) and Localizer Performance with Vertical guidance (LPV) minima. Required avigation Performance (RP) is a type of Performance Based avigation (PB) that allows an aircraft to fly a specific path between two 3D-defined points in space. Implement approach procedures with vertical guidance APV/Baro and/or APV/SBAS (as per ESSIP AV10. For RP APCH, the Lateral and Longitudinal Total System Error (TSE) shall be +/ 0,3 nautical mile for at least 95 % of flight time for the Final Approach Segment and on-board performance monitoring, alerting capability and high integrity navigation databases are required. RP APCH capability requires inputs from Global avigation Satellite System (GSS). Vertical avigation in support of APV may be provided by GSS Satellite Based Augmentation System (SBAS), by barometric altitude sensors or by alternative technical performance based equivalent means particularly for State aircraft. Augmentation data can also be provided through Ground Based Augmentation System (GBAS). Further industrialisation of SBAS & GBAS Cat 2/3 will be required. Flight Crew training may be required for operational approval. ote that from IDP APV national deployment includes actions to - nav-aids rationalization / decommissioning plan - national RP approach deployment plan - RP Approaches Deployment If mixed mode of operation (RP APCH procedures together with conventional APCH procedures) is offered, harmonized and bestpractise procedures for non-equipped RP-APCH aircraft across the PCP applicability area should be considered in order to minimize controller workload, aircrew training burden and standardize airport controllers training. Before /01/

33 References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal ATM Master Plan Level 2 (Dataset 14): AOM-0602 (Baseline), AOM-0604 (Baseline) ATM Master Plan Level 3 (Edition 2015): Link to AV10 OP /2019. ICAO Doc 9613 (PB Manual) ICAO Manual on the use of PB in Airspace Design (Doc 9992) PAS OPS Doc 8168 ICAO RP AR Manual Doc 9905 ASP, Military authority, applicable airport, airspace users Implementation projects will deliver RP approaches with vertical guidance at all runway ends at the airports listed in Commission Implementing Regulation (EU) o 716/2014 (whenever it is not already implemented). (ote that according to ICAO AR37.11, RP approaches with vertical guidance shall be implemented at all IFR Runways). There is the need to coordinate/synchronise efforts (operational procedures, ground infrastructure and aircraft capabilities) between ASPs and Airspace users to ensure the return of investment and/or the start of operational benefits. Coordination of deployment of PB procedures is a local issue and must include all affected parties (ASPs, airports, AUs and military). Commission Implementing Regulation (EU) o 716/2014 Technical requirement and operation procedures for Airspace design including procedure design (RMT.0445) Provision of requirements in support of global PB operations (RMT.0519) one one Geographical database Upgrade of ATM systems (M, ASPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

34 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H RP Approaches with vertical guidance CEF Call 2014 Awarded Projects Identified GAPs 007AF1 013AF1 051AF1 061AF1a Vienna Schwechat Copenhagen Kastrup Munich Franz Josef Strauss Berlin Brandenburg Airport Brussels ational Frankfurt International Dusseldorf International Dublin Airport Milan Malpensa Rome Fiumicino Amsterdam Schiphol Stockholm Arlanda Zurich Kloten Istanbul Ataturk Airport London Heathrow London Gatwick London Stansted Manchester Ringway Airspace Users Aircraft Capabilities H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 34

35 Family Geographic Database for Procedure design Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability Geographic database for procedure design Enhanced Terminal Airspace using RP-Based Operations Procurement/provision of geographic database to support procedure design including obstacle data as part of AIM The availability of an up-to-date and quality assured geographic database (including the obstacle items) of each TMA is a prerequisite to design new procedures such as RP approaches. Geographical databases could be used by AUs to validate procedures with regards to performance for different aircraft types. PB is in most cases based upon procedures including geographical positions expressed in latitude and longitude and not on radio beacons placed on ground, thus a geographical point will have a direct impact on safety and quality of navigation. A geographical point expressed in latitude and longitude can consist of up to 19 characters and the highest risk of introducing errors is when humans are handling this kind of information manually. Procedures and functions must be in place to ensure that the full chain from the originator of the information (land surveyor) to the database in the procedure design tools, the AIM databases and the on-board navigation databases is such that no errors are introduced. Implementation of support procedures and functions to detect errors is one component in order to maintain the origin of the data and the quality attributes, but also secure means for communicating the geographical data is fundamental. Handling of latitude/longitude and other navigation data manually is not an option as the risk of introduction of errors is too high. On-board aircraft geographical data is included in the navigation database. 01/01/ /01/2019 References and guidance material ICAO Annex 15 Chapter 10, ICAO Annex 4, ICAO Annex 14 ICAO Docs: 8168 Vol. II; 9906; 9888; 9613; 9905; 9997; 9992; 8697 Concerned Stakeholders States (responsible for provision of AIM data). Airport authorities (responsible for providing original geographical data but actual measurements are often done by commercial companies). 35

36 Procedure designers (can be ASPs, AIM providers and commercial companies). AIM-providers (can be States, Military authorities, ASPs and commercial companies). Geographical applicability Implementation projects will deliver geographic database for procedure design at any of the airports listed in Commission Implementing Regulation (EU) o 716/2014 (whenever it is not already implemented). Synchronization Prerequisite for 1.2.1, and Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Commission Implementing Regulation (EU) o 716/2014 Commission Regulation (EU) o 73/2010 (ADQ IR) as amended by Commission Implementing Regulation (EU) o 1029/2014 Commission Regulation (EU) o 139/2014 laying down requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) o 216/2008 EASA Opinion 02/2015 Technical Requirements and Operating procedures for the provision of data to Airspace Users for the purpose of Air avigation EUROCAE ED-76 (RTCA DO-200A) Terrain Avoidance and Warning System (ETSO-C151B) Technical requirements and operational procedures for the provision of data for airspace users for the purpose of air navigation (RMT.0593) EASA AMC/GM 2014/012R Data contained in the database shall represent necessary information for the design of instrument procedures in accordance with: - ICAO Doc 8168 (PAS-OPS Vol. 1 & 2) - ICAO Doc 9613 (PB Manual) Exchange of geographical data is included in AIM that is supposed to be a service within SWIM (AF5). High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

37 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Geographic Database for Procedure Design CEF Call 2014 Awarded Projects Identified GAPs 060AF1 065AF1 Vienna Schwechat Copenhagen Kastrup Brussels ational Paris Charles De Gaulle Paris Orly ice Cote d Azur Dublin Airport Amsterdam Schiphol Stockholm Arlanda Istanbul Ataturk Airport London Heathrow London Gatwick London Stansted Manchester Ringway Airspace Users Aircraft Capabilities H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 37

38 Family RP1 Operations in high density TMAs (ground capabilities) Designator ame Main Sub-AF Description and Scope RP1 operations in high density TMAs (ground capabilities) Enhanced Terminal Airspace using RP Based Operations Implementation of flexible and environmental friendly procedures (noise and GHG emissions) for departure, arrival and initial approach using PB/RP in high density TMAs, as specified in RP 1 specification with the use of the Radius to Fix (RF) path terminator for SIDs, STARs and transitions where benefits are evident for noise exposure, emissions and/or flight efficiency. Required avigation Performance (RP) is a type of Performance Based avigation (PB) that allows an aircraft to fly a specific path between two 3D-defined points in space. Enhance arrival/departure procedures in high-density TMAs to include RP 1 defined SIDs, STARs providing higher efficiency and transitions with the use of the Radius to Fix (RF) attachment where there are opportunities to enhance flight efficiency, reduce noise exposure and/or emissions. RP 1 operations require the Lateral and Longitudinal Total System Error (TSE) to, be within +/ 1 nautical mile for at least 95 % of flight time and on-board performance monitoring, alerting capability and high integrity navigation databases. RP 1 capability requires inputs from Global avigation Satellite System (GSS). To gain advantage of the new flexible RP based procedures that is independent of ground infrastructure, requires redesign of TMA airspace. Consequently related ATM systems must be upgraded that also includes safety nets like MTCD, STCA, CDT, CORA etc. According to the EASA PA, airports and ASPs when implementing RP procedures must maintain a level of conventional navigation capabilities not to exclude any airspace user, i.e. accommodating non-pb capable traffic. These mix modes of operations (critical to accommodate some military flights conducted as GAT) requires special attention. If mixed mode of operation (PB/RP procedures together with conventional procedures) is offered, harmonized and best-practise procedures for non-equipped PB/RP aircraft across the PCP applicability area should be considered in order to minimize controller workload, aircrew training burden and standardize airport controllers training. For consistency, PB/RP should be extended to en-route environment (ref Family 1.2.5) and covered by Extended AMA (ref Family 1.1.2). Implementation of PB in TMA and in en-route should be coordinated in order to optimise resources and ensure consistency. Initial Operational Capability 01/01/

39 Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability 01/01/2024 ATM Master Plan Level 2 (Dataset 14): AOM-0605; AOM-0603; AOM-0602 (Baseline); AOM-0601 (Baseline). ATM Master Plan Level 3 (Edition 2015): Link to AV03 ICAO Doc 9613 (PB Manual) ICAO Manual on the use of PB in Airspace Design (Doc 9992) PAS OPS Doc 8168 ICAO RP AR Manual Doc 9905 EUROCOTROL European Airspace Concept Handbook for PB Implementation; Edition 3.0. Civil/Military ASPs and airport operators High density TMAs surrounding airports defined in the Commission Implementing Regulation (EU) o 716/2014 The deployment of PB in high density TMAs shall be coordinated due to the potential network performance impact of delayed implementation in the airports referred to in the list. Coordination of deployment is a local issue and must include all affected parties (ASPs, airports, AUs and military). Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 From a technical perspective, the adjustment/upgrade of ATM systems and procedural changes shall be synchronized with civil and military aircraft capabilities in order to ensure that the performance objectives are met. The synchronization of investments shall involve multiple airport operators ASP and airspace users , and should be coordinated. Commission Implementing Regulation (EU) o 716/2014 one one Capability of ground systems and services should be synchronised with capability of aircraft and airspace users including military. PB operations require availability of quality assured and accurate geographical data. See AF The implementation of PB/RP in High-Density TMAs should be coordinated with implementation of PB/RP in adjacent airspace covered by Extended AMA. See Families and High 39

40 Recommendation for the IPs proposal It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H RP1 operations in high density TMAs (ground capabilities) CEF Call 2014 Awarded Projects Identified GAPs 091AF1 107AF1 119AF1 120AF1 Vienna Schwechat Copenhagen Kastrup Paris Orly Frankfurt International Brussels ational Paris Charles De Gaulle ice Cote d Azur Munich Franz Josef Strauss Dusseldorf International Berlin Brandenburg Airport Dublin Airport Milan Malpensa Rome Fiumicino Amsterdam Schiphol Madrid Barajas Barcelona El Prat Stockholm Arlanda Istanbul Ataturk Airport Zurich Kloten London Heathrow London Gatwick London Stansted H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 40

41 Family RP1 operations in high density TMAs (aircraft capabilities) Designator ame Main Sub-AF Description and Scope RP1 operations in high density TMAs (aircraft capabilities) Enhanced Terminal Airspace using RP Based Operations Implementation of flexible and environmental friendly procedures (noise and GHG emissions) for departure, arrival and initial approach using PB/RP in high density TMAs, as specified in RP 1 specification with the use of the Radius to Fix (RF) path terminator for SIDs, STARs and transitions where benefits are evident for noise exposure, emissions and/or flight efficiency. Required avigation Performance (RP) is a type of Performance Based avigation (PB) that allows an aircraft to fly a specific path between two 3D-defined points in space. Enhance arrival/departure procedures in high-density TMAs to include RP defined SIDs, STARs providing higher efficiency and transitions, and where benefits are evident with regards to noise exposure, flight efficiency and/or capacity, with the use of the Radius to Fix (RF) attachment. Provision shall be made for nonequipped aircraft. RP 1 operations require the lateral and longitudinal Total System Error (TSE) to, be within +/ 1 nautical mile for at least 95 % of flight time and on-board performance monitoring, alerting capability and high integrity navigation databases. RP 1 capability requires inputs from Global avigation Satellite System (GSS). Most new transport aircraft delivered today are PB/RP capable, but operational approval requires flight crew training and qualification/authorisation. To gain expected benefits from PB/RP procedures, a certain level of equipage/compliance rate is required amongst the majority of aircraft operating in a TMA and at an airport, subject to local considerations. Retrofitting of non RP 1 capable aircraft might be required or incentivised, subject to positive CBA. For military aircraft, compliance with RP1 may also be based on alternative technical performance based equivalent means. Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders 01/01/ /01/2024 ATM Master Plan Level 2 (Dataset 14): AOM-0603; AOM-0605 ATM Master Plan Level 3 (Edition 2015): Link to AV03 ICAO Doc 9613 (PB Manual) Civil and military airspace users. 41

42 Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Airspace user operating in high density TMAs defined in the Commission Implementing Regulation (EU) o 716/2014 need to adjust aircraft and aircrew capabilities to use RP 1 procedures. The deployment of PB in high density TMAs shall be coordinated due to the potential network performance impact of delayed implementation in the airports referred to in the list. Coordination of deployment of PB procedures is a local issue and must include all affected parties (ASPs, airports, AUs and military). From a technical perspective, the adjustment/upgrade of ATM systems and procedural changes shall be synchronized with aircraft capabilities in order to ensure that the performance objectives are timely met. The synchronization of investments shall involve multiple airport operators ASP and airspace users. Commission Implementing Regulation (EU) o 716/2014 Provision of requirements in support of global PB operations (RMT.0519) one one Capability of ground systems and services should be synchronised with capability of navigation satellites including an augmentation system as required by aircraft and airspace users including military. PB operations require availability of quality assured and accurate geographical data. See AF1, High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

43 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H RP1 operations in high density TMAs (aircraft capabilities) CEF Call 2014 Awarded Projects Identified GAPs Airspace Users Aircraft Capabilities H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 43

44 Family Implement Advanced RP routes below FL 310 Designator ame Implement Advanced RP routes below flight level 310 Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization s-af 1.2 Enhanced TMA using RP-Based Operations Connectivity between Free Route Airspace and TMAs through the implementation of Advanced RP routes below FL 310. In case implementation of Free route is deemed not possible below flight level 310, Advanced RP routes implementation can be considered in those areas where it can provide increase of capacity. To implement Advanced RP, ATM systems upgrades should be considered for conflict detection and management; and aircraft and crew need to be Advanced RP en-route capable. Aircraft capabilities may require upgrades either as retro-fit or forward fit. Retrofitting of non RP capable aircraft might be required or incentivised, subject to positive CBA. For military aircraft, compliance with RP may also be based on alternative technical performance based equivalent means. Aircraft flight management and guidance to Advanced RP enroute functionality and associated airborne navigation data base is necessary to both this family and Family and Family 1.2.4, hence optimising benefits out the necessary investment. In a PB/RP environment, procedures shall be in place to handle non equipped aircraft. 01/01/ /01/2024 ATM Master Plan Level 2 (Dataset 14): AOM-0604 (Baseline); AOM-0603 ATM Master Plan Level 3 (Edition 2015): one ICAO PAS ATM for RAV/RP, BTAV AMC for advanced RP ICAO Doc 9613 (PB Manual) ICAO Manual on the use of PB in Airspace Design (Doc 9992) PAS OPS Doc 8168 ICAO RP AR Manual Doc 9905 ASP, Military, AUs, M Airspace connected to the 25 TMAs identified in AF1. Implementation must be coordinated/synchronised between ground (PB routes, operational procedures and upgrade of ATM systems as necessary), M and aircraft capabilities to ensure optimum return of investment and realisation of operational benefits. 44

45 Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Commission Implementing Regulation (EU) o 716/2014 one one AMA upgrade to include Extended Horizon function RP 1 Operations in high density TMAs (ground capabilities) RP 1 Operations in high density TMAs (aircraft capabilities) Upgrade of ATM systems (M, ASPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) Free Route Airspace The implementation is subsequent to Family and Medium It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

46 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M Implement Advanced RP routes below flight level 310 CEF Call 2014 Awarded Projects Identified GAPs Brussels ational Copenhagen Kastrup Paris Charles De Gaulle Paris Orly ice Cote d Azur Dublin Airport Milan Malpensa Rome Fiumicino Oslo Gardermoen Madrid Barajas Barcelona El Prat Stockholm Arlanda Palma de Mallorca San Juan Zurich Kloten Istanbul Ataturk Airport London Heathrow London Gatwick London Stansted Manchester Ringway Airspace Users Aircraft Capabilities H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 46

47 3.2 AF #2 Airport Integration and Throughput The following chart highlights all Families and Implementation projects (identified by their Reference umber) related to the AF #2, divided in sub-afs. AF2 Airport Integration and Throughput S-AF 2.1 DMA synchronized with Pre-departure sequencing S-AF 2.2 DMA integrating Surface Management Constraints Family Initial DMA Family Electronic Flight Strips (EFS ) Family A-SMGCS Level 1&2 035AF2 090AF2 008AF2 050AF2 023AF2 115AF2 048AF2 057AF2a 042AF2 130AF2 049AF2 108AF2 058AF2a 137AF2 103AF2 Family Basic A-CDM Family Initial Airport Operational Plan (AOP) 011AF2 033AF2 024AF2 099AF2 025AF2 086AF2 026AF2 109AF2 031AF2 129AF2 032AF2 136AF2 S-AF 2.3 Time Based Separation for Final Approach S-AF 2.4 Automated Assistance to Controller for Surface Movement Planning and Routing Family Time-based Separation (TBS) Family A-SMGCS Routing and Planning Functions 094AF2 097AF2 027AF2 087AF2 S-AF 2.5 Airport Safety ets Family Airport Safety et associated with A-SMGCS (level 2) Family Implement aircraft and vehicle systems contributing to Airport safety nets 018AF2 088AF2 022AF2 135AF2 054AF2 092AF2 030AF2 064AF2 100AF2 47

48 The following table encompasses the list of all projects related to the AF #2 that have been awarded by 2014 CEF Transport Call. Further details for each Implementation Projects are provided within Annex A. Reference umber Title IP description Page umber (Annex A) 008AF2 External Gateway System (EGS) implementation AF2 Collaborative Decision Management (CDM) fully implemented AF2 Enhancement of Airport Safety ets for Brussels Airport (EBBR) AF2 Vehicle Tracking System (VTS) AF2 SMA-Vehicle AF2 SAIGA AF2 TSAT to the Gate AF2 Evolutions CDM-CDG AF2 SMA-Airport AF2 Equipment of ground vehicles to supply the A-SMGCS AF2 Data exchanges with the ASP AF2 Data exchanges with the MOC AF2 Data exchanges with COHOR AF2a A-SMGCS Düsseldorf AF AF AF AF2 CDG 2020 Step AF2a 058AF2a Fulfilment of the prerequisite EFS for the PCP AF2 Sub Functionality: Airport Integration and Throughput [Phase A] Fulfilment of the prerequisite A-SMGCS 2for the PCP AF2 Sub Functionality: Airport Integration and Throughput [Phase A] 064AF2 EAV Airport System upgrade AF2 A-CDM Extension AF2a Apron Controller Working Position AF2 Airport Safety et: Mobile Detection of Air Crash Tenders AF2 Enhanced Departure Management integrating airfield surface assets AF2 Time-Based Separation for Final Approach AF2 Time Based Separation AF2 Initial Airport Operational Plan (AOP) AF2 Airport Safety ets associated with A-SMGCS level 2 - Preparation for SMA 103AF2 Standardization of A-SMGCS

49 Reference umber Title IP description Page umber (Annex A) 108AF2 Electronic Flight Strips at Schiphol TWR AF2 Airport CDM implementation Schiphol AF2 Renewal of the Surface Movement Radar (BORA) AF2 CDM-Orly AF2 BOREAL-Orly AF2 Ryanair RAAS Programme AF2 A-CDM Optimization AF2 Enhance of Airport Safety ets at Stockholm Arlanda Airport 54 Table 3 List of AF2 Implementation Projects (IPs) 49

50 Family Initial DMA Designator ame Main Sub-AF Description and Scope Initial DMA S-AF2.1: Departure Management Synchronized with Pre departure sequencing Operational stakeholders involved in A-CDM shall jointly establish pre-departure sequences, taking into account agreed principles to be applied for specific reasons (such as runway holding time, slot adherence, departure routes, airspace user preferences, night curfew, evacuation of stand/gate for arriving aircraft, adverse conditions including de-icing, actual taxi/runway capacity, current constraints, inbound flights information, etc.). Implement Basic Departure Management (DMA) functionality to: - ensure an efficient usage of the runway take off capacity by providing an optimum and context dependent queue at the holding points; - improve the departure flows at airports; - increase the predictability; - calculate Target Take Off Times (TTOT) and the Target Startup Approval Times (TSAT) taking into account multiple constraints and preferences out of the A-CDM processes; - provide a planned departure sequence; - reduce queuing at holding point and distribute the information to various stakeholders at the airport. Ref S-AF2.2 - The departure sequence at the runway shall be optimised according to the real traffic situation reflecting any relevant change off-gate or during taxi to the runway. Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders DMA systems shall take account of variable and updated taxi times to calculate the TTOT and TSAT. Interfaces between DMA and A-SMGCS routing shall be developed. Before /01/2021 ATM Master Plan Level 2 (Dataset 14): TS-0202, AO-0602 (baseline) ATM Master Plan Level 3 (Edition 2015): Link to AOP05 IDP WP3.1 Civil ASPs, Military ASPs (if applicable), AO, M, AU 50

51 Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Geographical scope according to Annex 2.2.1/2.2.2 of Commission Implementing Regulation (EU) o 716/2014 From a technical perspective the deployment of targeted system and procedural changes shall be synchronised in order to ensure that the performance objectives are met. An integrated approach multi stakeholders, and multi Family of S- AF 2.1 can be made to reach the goal. Commission Implementing Regulation (EU) o 716/2014 ED-141 Minimum Technical Specification for the Airport Collaborative Decision Making (Airport-CDM) ED-145 Airport-CDM Interface Specification ETSI E (CS on A-CDM) There are interdependencies within AF2 with EFS, A- CDM, iaop, A-SMGCS level 1-2, and new family A- SMGCS Routing and Planning Functions. The sub-functionalities Departure Management Synchronized with Pre-departure sequencing may be implemented independently from the other sub-functionalities. High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

52 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Initial DMA CEF Call 2014 Awarded Projects Identified GAPs Vienna Schwechat Copenhagen Kastrup Paris Charles De Gaulle Paris Orly ice Cote d Azur Dublin Airport Milan Malpensa Rome Fiumicino Amsterdam Schiphol Barcelona El Prat Palma de Mallorca San Juan Istanbul Ataturk Airport London Gatwick London Stansted Manchester Ringway Berlin Brandenburg Airport H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 52

53 Family Electronic Flight Strips (EFS) Designator ame Main Sub-AF Description and Scope Electronic Flight Strips (EFS) S-AF2.1: Departure Management Synchronised with Predeparture sequencing The operational context of Electronic Flight Strips (EFS) is the automated assistance to tower controller and where appropriate also approach and ground controller as well as the automated information exchange within and between these units. The system permits controllers to conduct screen to screen coordination within their unit and with neighbouring units in the process chain reducing workload associated with coordination, integration and identification tasks. The system supports coordination dialogue between controllers and transfer of flights between units or different locations within one unit (e.g. multiple Ground Control Towers at big airports), and facilitates early resolution of conflicts through automated coordination. Ref. S-AF2.4 The flight data processing system shall be able to receive planned and cleared routes assigned to aircraft and vehicles and manage the status of the route for all concerned aircraft and vehicles. Ref. S-AF2.5 The controller working position shall allow the air traffic controller to manage surface route trajectories. Tower Runway Controller support tools shall provide the detection of Conflicting ATC Clearances and shall be performed by the ATC system based on the knowledge of data such as the clearances given to mobiles by the Tower Runway Controller, the assigned runway and holding point. Working procedures shall ensure that all clearances given to aircraft or vehicles are input in the ATC system by the controller on the Electronic Flight Strip (EFS). ATCOs shall be alerted when mobiles deviate from ATC instructions, procedures or route, potentially placing the mobile at risk. The introduction of Electronic Flight Strips (EFS) means that the instructions given by the ATCO are now available electronically and shall be integrated with other data such as flight plan, surveillance, routing, published rules and procedures. The integration of this data shall allow the system to monitor the information and when inconsistencies are detected, an alert is provided to the ATCO (e.g. o push-back approval). Furthermore, Digital Flight Data Management Systems will help to make consolidated flight data from different sources available to the controller and thus enhance situational awareness by indicating process steps and alerts in connection with AOP functionalities. 53

54 Initial Operational Capability Full Operational Capability Before /01/2021 References and guidance material European ATM Master Plan Level 2 (Dataset 2014): one European ATM Master Plan Level 3 (Edition 2015): Link to AOP12 Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Civil ASPs, Military ASPs (if applicable), AOs, AUs, M Geographical scope according to Annex 2.2.1/2.2.2 of Commission Implementing Regulation (EU) o 716/2014 From a technical perspective the deployment of targeted system and procedural changes shall be synchronized in order to ensure that the performance objectives are met. This synchronization of investments shall involve multiple airport operators and air navigation service providers. Furthermore synchronization during the related industrialization phase shall take place, in particular among supply industry and standardization bodies Commission Implementing Regulation (EU) o 716/2014 one one S-AF2.2 Departure Management integrating Surface Management Constraints S-AF2.3 Time-based separation for final approach S-AF2.4 Automated Assistance to Controller for Surface Movement Planning and Routing S-AF2.5 Airport Safety ets High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

55 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Electronic Flight Strips (EFS) CEF Call 2014 Awarded Projects Identified GAPs 008AF2 Brussels ational Dublin Airport 048AF2 Amsterdam Schiphol Madrid Barajas 049AF2 Barcelona El Prat Palma de Mallorca San Juan 050AF2 Zurich Kloten Istanbul Ataturk Airport 057AF2a 108AF2 Copenhagen Kastrup Paris Orly Paris Charles De Gaulle ice Cote d Azur H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 55

56 Family Basic A-CDM Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Basic A-CDM S-AF2.1: Departure Management Synchronised with Pre departure sequencing A-CDM is the concept, which aims at improving operational efficiency at airports and improves their integration into the Air Traffic Flow and Capacity Management (ATFCM) by increasing information sharing and improving cooperation between all relevant stakeholders (local ASP, airport operator, aircraft operators, M, other airport service providers). The Airport CDM concept is built on the following elements: - The foundations for Airport CDM are Information Sharing and the Milestone Approach. They consist in collaborative information sharing and monitoring of the progress of a flight from the initial planning to the take-off. Those two elements allow the airport partners to achieve a common situational awareness and predict the forthcoming events for each flight. - Variable Taxi Time Calculation, Collaborative Pre-Departure Sequencing and CDM in Adverse Conditions allow the airport partners to further improve the local management of airport operations, whatever the situation at the airport. An Initial Airport Operations Centre could be implemented to support these elements and reinforce the collaborative decision making process with all stakeholders. The Initial Airport Operations Centre assesses the global performance of the airport, and facilitates the Demand and Capacity Balancing monitoring. Once A-CDM has been implemented locally, the link with the ATM can be strengthened through the exchange of flight update messages between the CDM airport and the M. This last building block of the A-CDM concept facilitates the flow and capacity management, helps reduce uncertainty and increases efficiency at the network level. Systems addressing adverse conditions management could be implemented to improve airport resilience. Before /01/2021 ATM Master Plan Level 2 (Dataset 14): AO-0501; AO-0601, AO-0602 (Baseline) ATM Master Plan Level 3 (Edition 2015): Link to AOP05, FCM01 IDP WP3.1 and IDP WP 3.2 Civil ASPs, Military ASPs (if applicable), AO, M, AU 56

57 Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Geographical scope according to Annex 2.2.1/2.2.2 of Commission Implementing Regulation (EU) o 716/2014 Operational stakeholders involved in A-CDM shall jointly establish pre-departure sequences, taking into account agreed principles to be applied for specific reasons (such as runway holding time, slot adherence, departure routes, airspace user preferences, night curfew, evacuation of stand/gate for arriving aircraft, adverse conditions including de-icing, actual taxi/runway capacity, current constraints, inbound flight information.). The deployment of Airport Integration and Throughput functionality shall be coordinated due to the potential network performance impact of delayed implementation in the targeted airports. From a technical perspective the deployment of targeted system and procedural changes shall be synchronized in order to ensure that the performance objectives are met. This synchronization of investments shall involve multiple airport operators and air navigation service providers. Furthermore, synchronization during the related industrialization phase shall take place, in particular among supply industry and standardization bodies. The concept of A-CDM constitutes the basis for airports to establish predictability in processes related to aircraft turn-around and as such feeds the AOP with essential and critical information concerning capacity issues as well as availability. This information is integrated in the OP (ref. S-AF4.2 Collaborative OP). An integrated approach multi stakeholders, and multi Family of S- AF 2.1 can be made to reach the goal. Commission Implementing Regulation (EU) o 716/2014 ED-141 Minimum Technical Specification for the Airport Collaborative Decision Making (Airport-CDM) ED-145 Airport-CDM Interface Specification ED-146 Guidelines for Test and Validation related to A-CDM interoperability EUROCOTROL Airport CDM Implementation Manual Version 4 ICAO Doc 9971A/485 (Manual on CDM) Communication 2010/C 168/04 A-CDM Community Specification (ETSI E V1.1.1) Interdependencies Interdependencies exist between A-CDM and S-AF4.2: Collaborative OP (4.2.4AOP/OP Information Sharing). Within S- AF2.1 dependencies is expected with Initial DMA, Initial AOP and EFS, and could be expected between S-AF A-SMGCS L1-2 and AF A-SMGCS Routing and planning functions 57

58 Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Basic A-CDM CEF Call 2014 Awarded Projects Identified GAPs 011AF2 Vienna Schwechat Paris Orly 025AF2 ice Cote d Azur Berlin Brandenburg Airport 026AF2 Dublin Airport Milan Malpensa 031AF2 Rome Fiumicino Amsterdam Schiphol 032AF2 Barcelona El Prat Palma de Mallorca San Juan 033AF2 Stockholm Arlanda Istanbul Ataturk Airport 086AF2 London Stansted Manchester Ringway 109AF2 Paris Charles De Gaulle Airspace Users Computer Flight Planning Systems 129AF2 136AF2 H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 58

59 Family Initial Airport Operational Plan (AOP) Designator ame Main Sub-AF Initial Airport Operational Plan (AOP) S-AF2.1: Departure Management Synchronised with Pre departure sequencing The Airport element that reflects the operational status of the Airport and therefore facilitates Demand and Capacity Balancing is the Airport Operations Plan (AOP). The AOP connects the relevant stakeholders, notably the Airspace Users Flight Operations Centre (FOC). It contains data and information relating to the different status of planning phases and is in the format of a rolling plan, which naturally evolves over time. The AOP is a single, common and collaboratively agreed rolling plan available to all airport stakeholders whose purpose is to provide common situational awareness and to form the basis upon which stakeholder decisions relating to process optimization can be made. The AOP contains elements such as KPI, which allow monitoring and assessing the performance of ACDM operations. Most of the data involved in the AOP implementation is currently shared among local stakeholders and where available, through the A-CDM process. The AOP/OP collaboration covers different sets of data (see SESAR JU's documentation AEX E/OSED OFA V3. Description and Scope Different types of data have been identified: 1. Airport data exclusively used at local level (AOP only) 2. Airport data sent to the OP (AOP => OP) 3. OP Data sent to AOP (OP => AOP) The iaop is the local part of the AOP (part 1 & 2) which refers to the local application not necessarily linked with the OP it contains data which is not coming from the OP (part 1), then progressively all data (part 2) described in the output of SESAR JU see OFA, toward part 3 according to the synchronization with OP. For the connection to the OP, synchronization with AF4 "interactive Rolling OP" is needed. The connection itself shall be established through Family "AOP/OP information sharing". There are strong interdependencies with S-AF4.2 Collaborative OP as well as with S-AF5.5 Cooperative etwork Information Exchange. The ATM stakeholders planning processes and working methods are included in the AOP. The initial AOP is partly integrated in the OP which provides a rolling picture of the network situation used by stakeholders to prepare their plans and their inputs to the network CDM processes (e.g. negotiation of airspace 59

60 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal configurations). M Information will be freely exchanged by Operational stakeholders by means of defined cooperative network information services, using the yellow SWIM TI Profile. Before /01/2021 ATM Master Plan Level 2 (Dataset 14): AO-0801-A ATM Master Plan Level 3 (Edition 2015): Link to AOP11 Civil ASPs, Military ASPs (when applicable e.g. Brussels Zaventem, Palma De Mallorca), AO, M, AU Geographical scope is understood according to Annex 2.2.1/2.2.2 of Commission Implementing Regulation (EU) o 716/2014 The deployment of etwork Collaborative Management functionality shall be coordinated and synchronized with the AOP due to the potential network performance impact of delayed implementation. The synchronization of investments shall involve multiple air navigation service providers, airports and the etwork Manager. The concept of A-CDM constitutes the basis for airports to establish predictability in processes related to aircraft turn-around and as such feeds the AOP with essential and critical information concerning capacity issues as well as availability. This information is integrated in the OP (ref. S-AF4.2 Collaborative OP). Multi stakeholder project: Airport Operator, ASP, Airlines, M, and others. Commission Implementing Regulation (EU) o 716/2014 one ETSI E (CS on A-CDM) S-AF2.1: Initial DMA, Basic A-CDM S-AF4.2: Collaborative OP (4.2.4 AOP/OP Information Sharing) S-AF5.5: Cooperative etwork Information Exchange (5.5.1 Interface and data Requirements of AF4 OP) Medium It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

61 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M Initial Airport Operational Plan (AOP) CEF Call 2014 Awarded Projects Identified GAPs 024AF2 099AF2 Vienna Schwechat Copenhagen Kastrup Brussels ational Paris Charles De Gaulle Paris Orly ice Cote d Azur Frankfurt International Munich Franz Josef Strauss Dusseldorf International Berlin Brandenburg Airport Dublin Airport Milan Malpensa Rome Fiumicino Amsterdam Schiphol Oslo Gardermoen Madrid Barajas Barcelona El Prat Palma de Mallorca San Juan Stockholm Arlanda Istanbul Ataturk Airport Zurich Kloten London Heathrow London Gatwick London Stansted Manchester Ringway H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 61

62 Family A-SMGCS level 1&2 Deployment Programme 2015 Designator ame A-SMGCS level 1 & 2 Main Sub-AF S-AF 2.2: DMA Integrating Surface Management Constraints Advanced Surface Movement Guidance and Control System (A- SMGCS) is a system providing aerodrome surveillance as well as routing and guidance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all weather conditions within the aerodrome visibility operational level (AVOL) while maintaining the required level of safety. Description and Scope A-SMGCS level 1 provides ATC with the position and identity of: - All relevant aircraft within the movement area; - All relevant vehicles within the manoeuvring area. Traffic will be controlled through the use of appropriate procedures allowing the issuance of information and clearances to traffic on the basis of A-SMGCS level 1 surveillance data. A-SMGCS level 2 is a level 1 system complemented by the A- SMGCS function to detect potential conflicts on runways, taxiways and intrusions into restricted areas and provide the controllers with appropriate alerts. A-SMGCS integrates all surface information sources enhancing situational awareness. A-SMGCS level 1 is a prerequisite for A-SMGCS level 2. Ref S-AF2.2 - DMA Integrating Surface Management Constraints: DMA systems shall take account of variable and updated taxi times from A-SMGCS to calculate the TTOT and TSAT. Interfaces between DMA and A-SMGCS routing shall be developed. Ref S-AF2.4 - A-SMGCS Routing and Planning Function shall provide an optimized taxi-route and improve predictability of takeoff times by monitoring of real surface traffic (Family 2.2.1) and by considering updated taxi times in departure management. Ref S-AF2.5 - Airport Conformance Monitoring shall integrate A- SMGCS Surveillance data (Family 2.2.1), Surface Movement Routing and Planning (Family 2.4.1) and controller routing clearances. A-SMGCS shall include the advanced routing and planning function referred to in Sub AF 2.4 to enable conformance monitoring alerts. A-SMGCS shall include a function to generate and distribute the appropriate alerts. These alerts shall be implemented as an additional layer on top of the existing A-SMGCS level 2 alerts and not as a replacement for them. The departure sequence at the runway shall be optimized according to the real traffic situation reflecting any change off-gate or during taxi to the runway. A-SMGCS shall provide optimized taxi-time and improve predictability of take-off times by monitoring of real surface traffic and by considering updated taxi times in departure management regardless of meteorological or other impacting conditions. 62

63 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Before /01/2021 ATM Master Plan Level 2 (Dataset 14): AO-0205 ATM Master Plan Level 3 (Edition 2015): Link to AOP4.1, AOP4.2 ICAO Doc 9830 A/452 (A-SMGCS Manual, First Edition) Civil ASPs, Military ASPs (if applicable), AO, AU Geographical scope according to Annex 2.2.1/2.2.2of Commission Implementing Regulation (EU) o 716/2014 Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Commission Implementing Regulation (EU) o 716/2014 ED-87C MASPS for Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Levels 1 and 2 ETSI E (CS on A-SMGCS System Level 1) ETSI E (CS on A-SMGCS System Level 2) Interdependencies S-AF 2.4 and S-AF 2.5, S-AF 2.1 Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

64 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H A-SMGCS Level 1 and 2 CEF Call 2014 Awarded Projects Identified GAPs 023AF2 Vienna Schwechat Copenhagen Kastrup 042AF2 Paris Charles De Gaulle Paris Orly 058AF2a ice Cote d Azur Frankfurt International 103AF2 Dublin Airport Milan Malpensa 115AF2 Rome Fiumicino Barcelona El Prat 130AF2 Madrid Barajas Stockholm Arlanda 137AF2 Palma de Mallorca San Juan London Heathrow Istanbul Ataturk Airport Manchester Ringway Amsterdam Schiphol H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 64

65 Family Time-based Separation (TBS) Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability Time-based Separation (TBS) S-AF2.3 Time-based Separation Time-Based Separation (TBS) consists in the separation of aircraft in sequence on the approach to a runway using time intervals instead of distances. It may be applied during final approach by allowing equivalent distance information to be displayed to the controller taking account of prevailing wind conditions. Radar separation minima and Wake Turbulence Separation parameters shall be integrated in a TBS support tool providing guidance to the air traffic controller to enable time-based spacing of aircraft during final approach that considers the effect of the headwind. The TBS support tool shall integrate an automatic monitoring and alerting of separation infringement safety net. The objective is to recover loss in airport arrival capacity currently experienced in headwind conditions on final approach under distance-based wake turbulence radar separation rules. By using time-based parameters, this loss is mitigated, having a positive effect on runway throughput and runway queuing delays. Minimum radar separation is not affected. Whilst TBS operations are not exclusive to a headwind on final approach, the current deployment proposal is specifically targeted at realizing the potential capacity benefits in these currently constraining conditions. Radar separation minimum and new wake-vortex separation standards (such as RECAT) shall be integrated in the Time Based Separation support tool that provide guidance to the controller to achieve the time proposed spacing to counter the effect of the headwind. 01/01/ /01/2024 References and guidance material ATM Master Plan Level 2 (Dataset 14): AO-0303 ATM Master Plan Level 3 (Edition 2015): Link to AOP10 Concerned stakeholders Geographical applicability Synchronization Civil ASPs, Military ASPs (if applicable), AU Geographical scope according to Annex 2.2.1/2.2.2of Commission Implementing Regulation (EU) o 716/2014 From a technical perspective the deployment of targeted system and procedural changes shall be synchronized in order to ensure 65

66 that the performance objectives are met. This synchronization of investments shall involve multiple airport operators and air navigation service providers. Furthermore synchronization during the related industrialization phase shall take place, in particular among supply industry and standardization bodies. Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Commission Implementing Regulation (EU) o 716/2014 one one Interdependencies with Airport Safety ets High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

67 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Time Based Separation (TBS) CEF Call 2014 Awarded Projects Identified GAPs 094AF2 097AF2 Vienna Schwechat Paris Orly Copenhagen Kastrup Frankfurt International Munich Franz Josef Strauss Dusseldorf International Dublin Airport Milan Malpensa Rome Fiumicino Amsterdam Schiphol Oslo Gardermoen Madrid Barajas Zurich Kloten Istanbul Ataturk Airport London Gatwick Manchester Ringway H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 67

68 Family A-SMGCS Routing and Planning Functions Designator ame Main Sub-AF Description and Scope A-SMGCS Routing and Planning Functions S-AF2.4 Automated Assistance to Controller for Surface Movement Planning and Routing Advanced Surface Movement Guidance and Control System (A- SMGCS) is a system providing aerodrome surveillance as well as routing and guidance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all weather conditions within the aerodrome visibility operational level (AVOL) while maintaining the required level of safety. A-SMGCS Routing and Planning Functions provide ATC with: - Optimised route designation for each aircraft or vehicle within the movement area; - The detection of all route conflicts on the movement area as well as improved routing and planning for use by controllers. Traffic will be controlled through the use of appropriate procedures allowing the issuance of information and clearances to traffic. A-SMGCS level 1 is a prerequisite to A-SMGCS Routing and Planning Functions. A-SMGCS Routing and Planning Functions integrate all surface information sources, enhance situational awareness and provide the controllers with appropriate alerts. A-SMGCS Routing and Planning functions will be accessible by a controller working position equipped with EFS (Family 2.1.2) on which the controller can both increase his situation awareness getting information such as route changes, runway changes, routes closed for maintenance, detection of route conflict and perform orders to update the routes, as well as defining route constraints in low visibility operational level. Ref S-AF2.4 - Advanced Surface Movement Guidance and Control Systems (A-SMGCS) shall provide optimized taxi-time and improve predictability of take-off times by monitoring of real surface traffic and by considering updated taxi times in departure management. The routing and planning function shall calculate the most operationally relevant route as free as possible of conflicts which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement. Ref S-AF2.5 - Airport Conformance Monitoring shall integrate A- SMGCS Surface Movement Routing, surveillance data and controller routing clearances. A-SMGCS shall include the advanced routing and planning function referred to in to enable conformance monitoring alerts. A-SMGCS shall include a function to generate and distribute the appropriate alerts. These alerts shall be implemented as an additional layer on top of the existing A- SMGCS level 2 alerts and not as a replacement for them. " The implementation of Implement vehicle and aircraft systems contributing to airport safety nets shall contribute to the Routing and Planning functions of A-SMGCS. 68

69 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal 01/01/ /01/2024 ATM Master Plan Level 2 (Dataset 14): AO-0205, TS-0202, TS-0203 ATM Master Plan Level 3 (Edition 2015): one Civil ASPs, Military ASPs (if applicable), Airport Operators, Aircraft Operators. Geographical scope according to Annex 2.2.1/2.2.2of Commission Implementing Regulation (EU) o 716/2014 A-SMGCS systems shall take into account A-CDM, DMA, initial AMA, AMA and EFS information. Interfaces between DMA and A-SMGCS Routing and Planning Functions shall be developed. DMA integrating A-SMGCS constraints using a digital system, such as Electronic flight Strips (EFS) with an advanced A-SMGCS routing function shall be integrated into flight processing systems for departure sequencing and routing computation. Commission Implementing Regulation (EU) o 716/2014 ED-87C MASPS for Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Levels 1 and 2 ETSI E (CS on A-SMGCS System Level 1) ETSI E (CS on A-SMGCS System Level 2) S-AF 2.2, S-AF 2.5, S-AF2.1 Medium It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

70 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M A-SMGCS Routing and Planning Functions CEF Call 2014 Awarded Projects Identified GAPs 027AF2 87AF2a Vienna Schwechat Paris Orly Copenhagen Kastrup Paris Charles De Gaulle Frankfurt International ice Cote d Azur Dusseldorf International Munich Franz Josef Strauss Dublin Airport Berlin Brandenburg Airport Rome Fiumicino Milan Malpensa Oslo Gardermoen Amsterdam Schiphol Barcelona El Prat Madrid Barajas Stockholm Arlanda Palma de Mallorca San Juan Istanbul Ataturk Airport Zurich Kloten London Gatwick London Heathrow Manchester Ringway London Stansted H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 70

71 Family Airport Safety ets associated with A-SMGCS level 2 Designator ame Airport Safety ets associated with A-SMGCS level 2 Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability S-AF 2.5 Airport Safety ets Airport safety nets consist of the detection and alerting of conflicting ATC clearances to aircraft and deviation of vehicles and aircraft from their instructions, procedures or routing which may potentially put the vehicles and aircraft at risk of a collision. The scope of this sub-functionality includes the Runway and Airfield Surface Movement area. ATC support tools at the aerodrome shall provide the detection of Conflicting ATC Clearances as well as deviations from ATC instructions, procedures or routes and shall be performed by the ATC system based on the knowledge of data including the clearances given to aircraft and vehicles by the air traffic controller, the assigned runway and holding point. The air traffic controller shall input all clearances given to aircraft or vehicles into the ATC system using a digital system, such as the EFS. Different types of conflicting clearances shall be identified (for example Line-Up vs. Take-Off). Some may only be based on the air traffic controller input; others may in addition use other data such as A-SMGCS surveillance data. Airport Safety ets tools shall alert air traffic controllers when aircraft and vehicles deviate from ATC instructions, procedures or routes. The detection of Conflicting ATC Clearances shall aim to provide an early prediction of situations that if not corrected would end up in hazardous situations that would be detected in turn by the runway incursion monitoring system (RIMS) if in operation. Airport Safety ets tools could be linked to equipment for vehicle drivers to improve situational awareness, reduce the risks of runway incursion, runway and taxiway confusions and thus contribute to the overall airport safety net for high-density airports Before /01/2021 References and guidance material Concerned stakeholders Geographical applicability Synchronization ATM Master Plan Level 2 (Dataset 14): AO-0104-A ATM Master Plan Level 3 (Edition 2015): Link to AOP12 Civil ASPs, Military ASPs (if applicable), AO, AU Geographical scope according to Annex 2.2.1/2.2.2of Commission Implementing Regulation (EU) o 716/2014 Ref A-SMGCS level 1-2, EFS 71

72 Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Commission Implementing Regulation (EU) o 716/2014 ED-87 C MASPS for Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Levels 1 and 2 ETSI E (CS on A-SMGCS System Level 1) ETSI E (CS on A-SMGCS System Level 2) The implementation of the sub-functionality Airport Safety ets requires the availability of the sub-functionality S-AF2.4 Automated assistance to controllers for surface movement planning and routing (A-SMGCS level 2+). Ref A-SMGCS level 1-2, and EFS High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section Multi stakeholder project proposals are preferred 72

73 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Airport Safety et associated with A-SMGCS (Level 2) CEF Call 2014 Awarded Projects Identified GAPs 018AF2 054AF2 064AF2 088AF2 092AF2 100AF2 Vienna Schwechat Paris Orly Frankfurt International Dusseldorf International Dublin Airport Rome Fiumicino Paris Charles De Gaulle ice Cote d Azur Munich Franz Josef Strauss Berlin Brandenburg Airport Milan Malpensa Amsterdam Schiphol Oslo Gardermoen Madrid Barajas Barcelona El Prat Palma de Mallorca San Juan Stockholm Arlanda Istanbul Ataturk Airport Zurich Kloten London Heathrow London Gatwick London Stansted Manchester Ringway H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 73

74 Family Implement vehicle and aircraft systems contributing to Airport Safety ets Designator ame Main Sub-AF Implement vehicle and aircraft systems contributing to Airport Safety ets S-AF 2.5 Airport Safety ets Description and Scope Initial Operational Capability Full Operational Capability This family represents an enabler and a facilitator to the safetyfocused PCP deployment. The objective is to equip aircraft and vehicles operating in the manoeuvring area of airports with safety related systems to improve situational awareness, reduce the risks of runway incursion, runway confusion and runway excursions and thus contribute to the overall airport safety net for high-density airports. Airport safety nets consist of the detection and alerting of conflicting ATC clearances to aircraft and deviation of vehicles and aircraft from their instructions, procedures or routing which may potentially put the vehicles and aircraft at risk of a collision. The scope of this family/ft includes: - aircraft technology in the scope of avionic or electronic flight bag based systems with the objective to conclude the ground based airport safety net with specific airborne systems and technology; - ground transponder, on-board vehicles displays including onboard vehicles safety nets with the objective to support the ground based airport safety net with specific vehicle systems and technology. This leads to an improved situational awareness and thus improves the quality of the overall safety net. The main benefit is related to the increase of runway usage awareness, and consequently an increase of runway safety and of the whole airport manoeuvring area. On-board aircraft and vehicle systems and technology uses airport data coupled with on-board aircraft sensors to monitor the movement of aircraft and vehicles on the airport surface and provide relevant information to the drivers, the flight crew and the ATC. The on-board aircraft and vehicle systems detect potential and actual risk of collision with other traffic on the manoeuvring area and provide the drivers and the flight crew with the appropriate alert. An aircraft on-board airport safety net will improve safety in runway operations, mostly at airports where no safety net is provided to controllers. It should be noted that not all vehicles may need to be equipped. For instance during snow removal, it would probably be enough to only equip the lead and end vehicle. Before /01/

75 References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications ATM Master Plan Level 2 (Dataset 14): AO-0104-A ATM Master Plan Level 3 (Edition 2015): Link to AOP04.1 Civil ASPs, Military ASPs (if applicable), Airport Operators, Aircraft Operators Geographical scope according to Annex 2.2.1/2.2.2 of Commission Implementing Regulation (EU) o 716/2014 Vehicle systems contributing to airport safety nets systems shall take account of A-SMGCS level 1 and level 2 systems. Vehicle systems contributing to airport safety nets systems shall take account of (EW FAMILY) A-SMGCS Routing and Planning Functions. Vehicle systems contributing to airport safety nets shall take account of A-SMGCS constraints using a digital system, such as Electronic flight Strips (EFS). There exists a risk of delay for the aircraft part in case timely industrialisation of on-board equipment related to SURF-IA and Take-off Monitoring/ Take-off Securing function is not taking place. Commission Implementing Regulation (EU) o 716/2014 one one Interdependencies S-AF 2.2, S-AF 2.4 Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal High It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section Multi Stakeholder project. 75

76 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Implement aircraft and vehicle systems contributing to Airport Safety ets CEF Call 2014 Awarded Projects Identified GAPs 022AF2 030AF2 135AF2 135AF2 Vienna Schwechat Copenhagen Kastrup Paris Orly Brussels ational Paris Charles De Gaulle ice Cote d Azur Frankfurt International Munich Franz Josef Strauss Dusseldorf International Berlin Brandenburg Airport Dublin Airport Milan Malpensa Rome Fiumicino Oslo Gardermoen Oslo Madrid Barajas Barcelona El Prat Palma de Mallorca San Juan Stockholm Arlanda Zurich Kloten Istanbul Ataturk Airport London Heathrow London Gatwick London Stansted Manchester Ringway Amsterdam Schiphol H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 76

77 3.3 AF #3 Flexible ASM and Free Route The following chart highlights all Families and Implementation projects (identified by their Reference umber) related to the AF #3, divided in sub-afs. AF3 Flexible ASM and Free Route S-AF 3.1 ASM and Advanced FUA S-AF3.2 Free Route Family (Initial) ASM Tool to support AFUA Family ASM management of real time data Family Upgrade of ATM systems (M, ASPs, Aus) to support Direct Routings (DCTs) and Free Route Airspace (FRA) Family Implement Published Direct Routings (DCTs) 056AF3 122AF3 015AF3 004AF3 005AF3 081AF3 131AF3 053AF3 Family Full rolling ASM/ATFCM process and ASM information sharing Family Management of Dynamic Airspace Configurations Family Implement Free Route Airspace 080AF3 020AF3 063AF3 095AF3 102AF3 The following table encompasses the list of all projects related to the AF #3 that have been awarded by 2014 CEF Transport Call. Further details for each Implementation Projects are provided within Annex A. Reference umber Title IP description Page umber (Annex A) 004AF3 AZA Traffic Flow Restriction (TFR) LIDO planning system AF3 AZA Free Flight Direct Optimization AF3 LARA integration in CAAC AF3 Borealis Free Route Airspace (Part 1) AF3 4-Flight deployment in DSA pilot ACCs AF3 ASM tool Implementation AF3 EAV implementation of Free Route AF3 ASM and A-FUA implementation AF3 M DCT/FRA Implementation and support AF3 Implementation of FRA in Greece AF3 Free route airspace from the Black Forest to the Black Sea AF3 Family AV Portugal - Initial ASM tool to support AFUA AF3 1st part of the upgrade of the P_21 PEGASUS system to SESAR functionalities - Test and Validation Platform Table 4 List of AF3 Implementation Projects (IPs) 68 77

78 Family (Initial) ASM tool to support AFUA Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards (Initial) ASM tool to support AFUA s-af 3.1 Airspace Management and Advanced Flexible Use of Airspace Deployment of automated ASM civil-military co-ordination systems and their interoperability with M systems. Automated ASM support system shall: - improve airspace management processes including time horizon specifications by providing mutual visibility on civil and military requirements; - Support a flexible airspace planning according to ASPs and airspace user requirements; - Address the strategic/long term, pre-tactical and tactical planning; - Be compatible for real time airspace status requirements - Be interoperable with M systems using AIXM 5.1; Before /01/2019 ATM Master Plan Level 2 (Dataset 14): AOM-0202 (Baseline) ATM Master Plan Level 3 (Edition 2015): Link to AOM1 SP: SO 3/2 and SO 3/3 IDP: SWP etwork Manager ERIP Part 3 - Handbook for Airspace Management - Guidelines for Airspace Management - Edition ov-2014 LARA Local and sub-regional Airspace Management Support System: edition 23/01/2015 M, Civil and Military ASPs, ational AMCs. EU Synchronisation between M, ational AMCs, Military AUs and Civil-Military ASPs is required Commission Implementing Regulation (EU) o 716/2014 Commission Regulation (EC)o 2150/2005 Commission Regulation (EU) o 677/2011, as amended by Commission Implementing Regulation (EU) o 970/2014 one 78

79 Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Communication 2009/C 2196/05 Community Specifications for the application of the Flexible Use of Airspace (FUA) Prerequisite for: Fam ASM management of real time airspace data Fam Full rolling ASM/ATFCM process and ASM information sharing Interdependency with: S-AF5.3 Aeronautical information exchange S-AF 5.5 Cooperative etwork Information Exchange High This family covers the pre-requisite for and It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

80 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H (Initial) ASM Tool to support AFUA CEF Call 2014 Awarded Projects Identified GAPs 056AF3 Austria Croatia 122AF3 Cyprus Czech Republic Denmark Finland France Germany Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Slovak Republic Slovenia Spain Sweden Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 80

81 Family ASM Management of real time airspace data Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization ASM management of real time airspace data s-af 3.1 Airspace Management and Advanced Flexible Use of Airspace The airspace management (ASM) is enhanced by automated exchange services of ASM data during the tactical execution phases continuously in real time. ASM information (real-time ARES status) are shared between ASM systems, civil and military ATS units/systems and communicated to M in the tactical and execution phases. This data, consisting of pre-notification of activation, notification of activation, de-activation, modification and release, is collected, saved, processed, is exchanged between ASM stakeholders and made available by the M system to ATM actors and all airspace users not involved in ASM process but concerned by this data. The scope of this family encompasses: - System changes for exchange of real time airspace status data and integration of ASM data into ASPs ATM system where required. - Full real time airspace status updates and integration of ASM data into ASPs ATM system where required, in order to take early advantage of possible opportunities and/or to increase awareness of real-time airspace situation - Deployment of Variable Profiles Areas (VPA) - Interoperability with M systems and between ASM systems 01/01/ /01/2022 ATM Master Plan Level 2 (Dataset 14): AOM-0202-A ATM Master Plan Level 3 (Edition 2015): Link to AOM19 SP: SO 3/2 and SO 3/3 IDP: SWP DIRECTIOS OF WORK FOR EHACIG THE ASM/ATFCM/ATS PROCESSES I THE SHORT TO MEDIUM TERM ; Edition 1.0 Edition Date 14/11/11 M, Civil and Military ASPs, ational AMCs, Military EU Synchronisation between M, ational AMCs, Military AUs and Civil-Military ASPs is required 81

82 Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Commission Implementing Regulation (EU) o 716/2014 Commission Regulation (EC) o 2150/2005 Commission Regulation (EU) o 677/2011, as amended by Commission Implementing Regulation (EU) o 970/2014 one Communication 2009/C 2196/05 Community Specifications for the application of the Flexible Use of Airspace (FUA) Pre-requisite for this family is family (Initial) ASM tool to support AFUA Other dependencies: Family Full rolling ASM/ATFCM process and ASM information sharing S-AF5.3 - Aeronautical information exchange S-AF5.5 - Cooperative etwork Information Exchange High The scope of this family might require changes in ATM systems and M systems, which need to be undertaken after the deployment of ASM tools. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

83 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H ASM management of real time data CEF Call 2014 Awarded Projects Identified GAPs 015AF3 Austria Belgium Bulgaria Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 83

84 Family Full rolling ASM/ATFCM process and ASM information sharing Designator ame Main Sub-AF Full rolling ASM/ATFCM process and ASM information sharing S-AF 3.1 Airspace Management and Advanced Flexible Use of Airspace This process focuses on airspace planning improvements and to ensure a continuous, seamless and reiterative planning, allocation and operational deployment of optimum airspace configurations, based on airspace request at any time period within both pretactical level 2 and tactical level 3. It will result in a rolling process, supporting the enhancement of the daily etwork Operations Plan. This will allow airspace users to better take benefit from changes in airspace structures in real-time. This will be supported by the sharing of military airspace data and by continuously updating Airspace Reservation information and other civil demand information among the authorized users and approved agencies in order to enhance the coordination of Cross Border Operations including Cross Border Area, and to optimise the whole network operations based on the richest and most correct information. ASM information sharing addresses the required system support improvements able to ensure a seamless data flow and their management in the frame of the enhanced CDM process. It includes requirements aiming to improve the notification to airspace users based on automation of data exchange. Description and Scope The scope of this family encompasses: - Process/system upgrade supporting a full rolling ASM/ATFCM and dynamic ASM/ATFCM process, although some States with limited airspace booking needs may fully rely on M system capabilities - Technical changes supporting Rolling AUP - Rolling UUP for procedure 3 - Initial implementation of FUA/EU restriction and FBZ in M system and local/regional ASM systems - Full implementation of new AUP template - Define AIXM coding for the AUP changes introduced - Process/System changes for full management Airspace structure AUP/UUP - Process/System changes for initial CDM - Process/System changes relevant to CDM for FRA impact assessment on network - Harmonise cross border CDRs notifications - Harmonisation of areas notifications - Implement Graphical display of AUP/UUP on OP Portal (with lateral/vertical limits indication) - Process/system improvements supporting sharing of information of airspace configuration via AUP/UUP 84

85 - ASM management and data sharing shall be addressed also to an environment where airspace is managed dynamically with no fixed-route network - ASM systems adapted to continuously exchange ASM information. - AU system upgrades for ASM data sharing Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Before /01/2022 ATM Master Plan Level 2 (Dataset 14): AOM-0206-A (very limited to military airspace requirements); AOM-0202-A ATM Master Plan Level 3 (Edition 2015): Link to AOM19 SP: SO 3/2 and SO 3/3 IDP: SWP etwork Manager ERIP Part 3 - Handbook for Airspace Management - Guidelines for Airspace Management; Edition 5.1; Edition date: 23/10/2014 OP User Guide; Edition : Date:25/03/2015 Responsibilities Document for the application of Air Traffic Flow Management (ATFM); Edition 1.0; Edition Date : 25/10/2012, M, Civil and Military ASPs, ational AMCs, AUs where applicable EU Synchronisation between M, ational AMCs, AUs and Civil- Military ASPs is required Commission Implementing Regulation (EU) o 716/2014 Commission Regulation (EC) o 2150/2005 Commission Regulation (EU) o 677/2011, as amended by Commission Implementing Regulation (EU) o 970/2014 one Communication 2009/C 2196/05 Community Specifications for the application of the Flexible Use of Airspace (FUA) Fam (Initial) ASM tool to support AFUA (prerequisite) Fam ASM management of real-time data Fam Management of dynamic airspace configurations S-AF Aeronautical Information Exchange S-AF 5.5 Cooperative etwork Information Exchange Family supports as stated in the PCP IR the introduction of DCT and FRA 85

86 Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal High This family is a key feature for the European airspace planning process. States that are not providing AUP and/or UUP info to M should be the first to submit proposals for 2015 CEF call. M should submit proposal for new AUP/UUP template and full rolling ASM/ATFCM process. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

87 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Full rolling ASM/ATFCM process and ASM information sharing CEF Call 2014 Awarded Projects Identified GAPs 080AF3 Austria Belgium Croatia Cyprus Czech Republic Denmark Estonia Finland France Germany Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 87

88 Family Management of dynamic airspace configurations Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Management of dynamic airspace configurations s-af 3.1 Airspace Management and Advanced Flexible Use of Airspace The ASM solutions process is aimed at delivering ASM options that can help alleviate capacity problems identified in any particular area of European airspace as well as improve flight efficiency ensuring synchronised availability of airspace structures according to traffic demand. Dynamic Airspace Configuration focuses on defining a reference Dynamic Airspace Configuration concept, including roles and responsibilities in an advanced CDM process. The ASM performance analysis should assess the flight efficiency gains resulting from the rolling ASM/ATFCM process implementation. The Capacity aspects need also to be addressed. The scope of this family encompasses: - Improved ASM solution process - Process/System changes for predefined airspace configurations including DCTs and FRA - System improvements supporting the management of dynamic airspace configuration including DCTs and FRA - Implement supporting tools for ASM performance analysis - Implement ATM VoIP communications enabling Dynamic Airspace Configurations 01/01/ /01/2022 ATM Master Plan Level 2 (Dataset 14):CM-0102-A ATM Master Plan Level 3 (Edition 2015): one SP: SO 3/2 and SO 3/3 IDP: SWP M, Civil and Military ASPs, ational AMCs, AUs if applicable EU Synchronisation between M, ational AMCs, Civil and Military AUs and Civil-Military ASPs is required. Commission Implementing Regulation (EU) o 716/

89 Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal one one Pre-requisite: Fam Full rolling ASM/ATFCM process and ASM information sharing Other dependencies: the rest of AF 3.1 families Medium The deployment of predefined airspace configuration could start from the beginning of 2017 onwards. IP proposals should be focused on the ASM solutions process while the predefined airspace configuration should be address at the level of concept and studies. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

90 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M Management of Dynamic Airspace Configurations CEF Call 2014 Awarded Projects Identified GAPs Austria Belgium Bulgaria Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 90

91 Family Upgrade of ATM systems (M, ASPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) Designator ame Main Sub-AF Description and Scope Upgrade of ATM systems ( M, ASPs, AUs) to support Direct Routings(DCTs) and Free Routing Airspace (FRA) s-af 3.2 Free route M systems have been upgraded to support Direct routing operations. Only some corrections and tuning are required for DCTs. For national, regional and Pan-European FRA deployment, the M System upgrades are required mainly related to: - CACD environmental database - Introduce B2B interoperability - etwork Impact assessment in FRA - Specific ASM improvements and/or new functions specific for FRA The M system upgrades related to dynamic re-routing, ATFCM planning and execution and traffic load management are part of AF 4 families, namely and The AU flight plan filing systems should be upgraded (e.g. to support long DCT segments and handling of LAT/LOG, if required). Specific attention should be given to the management of any ASM/ATFCM constraint in a FRA environment, and to the necessary standardisation of free route implementation concerning the flight planning requirements. The ASP system upgrades include the FDPS, the Controller Working Position (CWP) and the HMI which should support DCTs/FRA with environment and trajectory management. Although these requirements do not make a direct reference to Multi-Sector Planner (MSP) function, the indirect links do exist and MSP deployment in the context of DCTs/FRA should be considered. Upgrades can be clustered in 3 phases: 1) The upgrades of ATM system for cross border DCTs should encompass: - MTCD (detecting conflict between A/C and A/C against the reserved airspace) - MOA ( Monitoring Aids) - ATC to ATC Flight Data Exchange (Basic OLDI and SYSCO) - FDP to calculate ground 4D trajectories within AoI - ATC clearances beyond AoR - Dynamic Sectorization and Constraint Management tools 2) The upgrades of ATM system for State /Regional FRA deployment should encompass the cross-border DCT ATM system upgrades plus: - COP management for FRA - Editing function for 4D trajectories including Cross AoR Points - CORA (conflict probe and passive conflict resolution advisor) - Dynamic Area Proximity Warning (APW)- Integration with ASM tools 91

92 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies - Provision/integration of FP and real time data related to the FRA traffic to the Military ATS units - Enhance Conflict Management and Controller HMI functions to support conflict detection and resolution - Tactical Controller Tool (TCT), using the tactical trajectory and managing the clearances along that trajectory 3) The upgrades of ATM system for Pan-European FRA deployment should encompass the cross-border DCT/ ational Regional ATM system upgrades plus: - CPDLC handling of LAT/LOG - COP management for FRA supporting Cross Border COP handling - Tactical Controller Tool (TCT), managing the Cross Border clearances Before /01/2022 ATM Master Plan Level 2 (Dataset 14): CM-0202 (baseline);cm (baseline) ATM Master Plan Level 3 (Edition 2015): Link to AOM21.1, AOM21.2, ATC02.5, ATC12.1, ATC17 SP: SO 3/1 SO 4/1 IDP WP2.3.1 WP5.2 IFPS USERS MAUAL Edition. Edition: Edition date: 20 March 2015 M, civil/military ASP, civil/military AUs where applicable, AMC where applicable Free Route shall be provided and operated in the airspace in the ICAO EUR region for which the Member States are responsible. Synchronisation between M, AU and ASPs is required. Between ASP, synchronisation is only needed for cross border operation (Cross border DCTs, Regional and Pan-European FRA). Commission Implementing Regulation (EU) o 716/2014 one Community Specificiations based on Eurocontrol specifications on MTCD, MOA, TP, APW Community Specifications for On-Line Data Interchange (OLDI) edition 4.2 Pre-requisite for: Implement published Direct Routings Implement Free Route Airspace 92

93 Linked with: STAM phase Traffic Complexity tools For some modifications (including MSP) Linked with - Sub AF 1.1 Arrival management extended to en-route airspace - Sub AF 1.2 Enhanced Terminal Airspace using RP Based Operations Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Interdependencies with - G/G data communications as specified in AF5 and - A/G Datalink capability as specified in AF6 are facilitators for the full FRA implementation. High It is recommendable that ASPs, M and AU should submit IPs for procurement/upgrade of their systems for DCT/FRA operations, especially those system upgrades related to cross border DCTs. The stakeholders that deployed the system upgrades related to DCT should be encouraged to consider further upgrades related to the ational/regional and Pan-European FRA deployment. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

94 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Upgrade of ATM systems (M, ASPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) CEF Call 2014 Awarded Projects Identified GAPs 004AF3 Austria Bulgaria 005AF3 Croatia Cyprus 053AF3 Czech Republic Denmark 081AF3 Estonia Finland 131AF3 France Germany Greece Hungary Ireland Italy Latvia Lithuania Malta MUAC Poland Portugal Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 94

95 Family Implement Published Direct Routings (DCTs) Designator ame Main Sub-AF Implement published Direct Routings (DCTs) s-af 3.2 Free Route Free Route is an operational concept that enables airspace users to fly as close as possible to what they consider the optimal trajectory without the constraints of fixed route network structure. Free Route may be deployed both through the use of Direct Routing Airspace and Free Route Airspace (FRA). Direct Routing Airspace is the airspace defined laterally and vertically with a set of entry/exit conditions where published direct routings are available. It will allow airspace users to flight plan on the basis of those published DCTs. Description and Scope Implementation of Direct Routing Airspace (DCTs) is not mandatory and represents a first step towards Free Route Airspace implementation in a moment where full deployment may not be the best solution in terms of performances. DCTs may be implemented within a State or between States on a cross border basis. Within this airspace, flights remain subject to air traffic control. DCTs shall be published in aeronautical publications as described in the European Route etwork Improvement Plan (ERIP) of the etwork Manager. To facilitate early implementation before the target deployment date, DCTs could be implemented in a limited way e.g.: Initial Operational Capability Full Operational Capability - Time constraint (fixed or depending on traffic/availability) - Traffic Constraint (based on flow and/or level of traffic) - Flight level - Lateral Constraints. - Entry/exit conditions Before /01/2018 ATM Master Plan Level 2 (Dataset 14): AOM-0500 ATM Master Plan Level 3 (Edition 2015): Link to AOM 21.1 References and guidance material SP: SO 3/1 IDP: WP2.3.1 etwork Manager - European Route etwork Improvement Plan (ERIP) Part 2 - European ATS Route etwork -Version 8 ( ); Edition June

96 etwork Manager - European Route etwork Improvement Plan (ERIP) Part 4 - Route Availability Document User s Manual; Edition June 2014 Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Civil/military ASP, Civil/Military AUs, M DCTs shall be provided and operated in the airspace for which the concerned Member States are responsible at and above flight level 310. There is the need to coordinate/synchronize efforts (operational procedures) between ASPs, M and Airspace users to ensure the return of investment and/or the start of operational benefits. Coordinated activities for cross-border DCT implementation at FAB and inter-fab level are required. The implementation of DCTs is harmonized through the M European Route etwork Improvement Plan (ERIP) and the etwork Operations Plan following the Strategic Objectives and Targets set in the etwork Strategic Plan and in the etwork Manager Performance Plan. Commission Implementing Regulation (EU) o 716/2014 Commission Regulation (EC) o 2150/2005 Commission Regulation (EU) o 677/2011, as amended by Commission Implementing Regulation (EU) o 970/2014 one one The implementation of DCTs is often dependent on airspace design and in particular airspace reservations involving civil/military coordination. S-AF-3.1 ASM and Advanced FUA Fam Upgrade of ATM systems (M, ASPs, AUs) to support DCTs and FRA (Prerequisite) High DCTs deadline is 1 January States that fully deployed FRA or planned to deploy FRA should not submit IPs for this family. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

97 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Implement Published Direct Routings (DCTs) CEF Call 2014 Awarded Projects Identified GAPs Austria Cyprus France Germany MUAC Slovak Republic Spain United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 97

98 Family Implement Free Route Airspace Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Implement Free Route Airspace s-af3.2 Free Route Free Route is an operational concept that enables airspace users to fly as close as possible to what they consider the optimal trajectory without the constraints of fixed route network structure. Free Route may be deployed both through the use of Direct Routing Airspace and Free Route Airspace (FRA). Free Route Airspace (FRA) is a specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) waypoints, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control. To facilitate an early implementation before the target deployment date, FRA could be implemented in a limited way. This may be done by defining FRA: - laterally and vertically; - during specific periods; - with a set of entry/exit conditions FRA shall be published in aeronautical publications as described in the European Route etwork Improvement Plan of the etwork Manager. FRA deployment may start at national level, progressing to FAB Regional level and finally to Pan-European level deployment. The implementation of FRA operations should be based on performance indicators. Before /01/2022 ATM Master Plan Level 2 (Dataset 14): AOM-0502; AOM-0501 ATM Master Plan Level 3 (Edition 2015): Link to AOM 21.2 SP: SO 3/1 IDP: WP2.3.1 European Route etwork Improvement Plan Part 1; European Airspace Design Methodology - Guidelines; Edition ov etwork Manager - European Route etwork Improvement Plan (ERIP) Part 2 - European ATS Route etwork -Version 8 ( ); Edition June

99 etwork Manager - European Route etwork Improvement Plan (ERIP) Part 4 - Route Availability Document User s Manual; Edition June 2014 Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal M, Civil/Military ASP, civil/military Aus Free Route Airspace shall be provided and operated in the airspace for which the concerned Member States are responsible at and above flight level 310. There is the need to coordinate/synchronize efforts (operational procedure and aircraft capabilities) between ASPs, M, Military and Airspace Users to ensure the return of investment and/or the start of operational benefits. Coordinated activities and implementation at State, FAB, Regional and Pan-European level are required. The implementation of FRA is harmonized through the M European Route etwork Improvement Plan (ERIP) and the etwork Operations Plan following the Strategic Objectives and Targets set in the etwork Strategic Plan and in the etwork Manager Performance Plan. Free Route implementation strategy is a local decision coordinated at etwork, FAB and Regional level. Commission Implementing Regulation (EU) o 716/2014 one one The implementation of FRA is dependent on airspace design and in particular airspace reservations involving civil/military coordination. S-AF-3.1 ASM and Advanced FUA Fam Upgrade of ATM systems (M, ASPs, AUs) to support DCTs and FRA (Prerequisite) High Large scales FRA deployments like the regional ones are recommendable, as it could lead to a Pan-European FRA deployment. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

100 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Implement Free Route Airspace CEF Call 2014 Awarded Projects Identified GAPs 020AF3 Austria Bulgaria 063AF3 Croatia Cyprus 095AF3 Czech Republic Denmark 102AF3 Estonia Finland France Germany Greece Hungary Italy Latvia Lithuania Malta MUAC Poland Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 100

101 3.4 AF #4 etwork Collaborative Management The following chart highlights all Families and Implementation projects (identified by their Reference umber) related to the AF #4, divided in sub-afs. AF4 etwork Collaborative Management S-AF 4.1 S-AF 4.2 Enhanced STAM Collaborative OP Family STAM phase 1 Family STAM phase 2 Family Interactive rolling OP Family Interface ATM systems to MS 078AF4 077AF4 062AF4 123AF4 Family AOP/OP Information Sharing S-AF 4.3 Calculated Take-off Time to Target Times for AFTCM Purposes S-AF 4.4 Automated Support for Traffic Complexity Assessment Family Target Time for ATFCM purposes Family Reconciled Target ttmes for ATFCM and arrival sequencing Family Traffic Complexity Tools 079AF4 The following table encompasses the list of all projects related to the AF #4 that have been awarded by 2014 CEF Transport Call. Further details for each Implementation Projects are provided within Annex A. Reference umber 062AF4 Title EAV initiative for the identification of etwork Collaborative Management requirements. IP description Page umber (Annex A) AF4 Interactive Rolling OP AF4 ATFCM measures (STAM) AF4 Trajectory accuracy and traffic complexity AF4 Family AV Portugal Interface to MS AFP 74 Table 5 List of AF4 Implementation Projects (IPs) 101

102 Family STAM phase 1 Deployment Programme 2015 Designator ame STAM Phase 1 Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability S-AF 4.1 Enhanced Short Term ATFCM measures The rigid application of ATFM regulations based on standard capacity thresholds as the pre-dominant tactical capacity measure needs to be replaced by a close working relationship between ASP/FMP, M and AU, which would monitor both the real demand, the effective capacity of sectors and their dynamic management by mean of different suitable configurations having taken into account the complexity of expected traffic situation. In order to close the gap between ATC and ATFCM, local operational procedures need to be developed. The aim is to improve the efficiency of the system using flow management techniques close to the real time operations with direct impact on tactical capacity management, occupancy counts and tactical action on traffic. The target of the Short Term ATFCM Measures (STAM) phase 1 is to replace En Route CASA regulations for situations when imbalances are manageable via STAM phase 1. STAM phase 1 is mainly procedural implementation using the occupancy counts instead of entry counts for a better evaluation of overload, hot spot detection, limitation a need for regulations and implementation of STAM measure at local level. Each FMP needs to develop the STAM FCM procedure. Additional tasks relevant to the STAM phase 1 scope shall encompass: - development of consolidated STAM phase 1 concept of operation - development of operational guidance documentation - development of training package - development of harmonised operational procedures Before /01/2017 ATM Master Plan Level 2 (Dataset 14): DBC-0205 (baseline) ATM Master Plan Level 3 (Edition 2015): Link to FCM-04 SP: SO 4/3 SO 5/4 ATFCM Operations Manual; Edition 19,1 (Date 29 April 2015) M, ASP, AU if applicable As per ESSIP objective FCM-04, there is no need that STAM phase 1 to be deployed at the ECAC level. 102

103 Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Completed from M side, STAM phase 1 is available to all FMPs via CHMI. Commission Implementing Regulation (EU) o 716/2014 one one STAM phase 1 is a predecessor of STAM phase 2, but the deployment of STAM phase 1 is not a mandatory task due to the fact that STAM phase 2 focuses on network workflow procedures and STAM phase 1 is more locally focussed. Fam Traffic Complexity tools High STAM Phase 1 would deliver additional capacity just relying on better utilisation of the available resources by moving from the hourly sector capacity rates to the occupancy counts. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

104 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H STAM phase 1 CEF Call 2014 Awarded Projects Identified GAPs 078AF4 Austria Belgium Croatia Cyprus Estonia Finland Greece Ireland Lithuania Latvia Malta Luxembourg Slovak Republic Portugal Spain Slovenia H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 104

105 Family STAM Phase 2 Deployment Programme 2015 Designator ame STAM Phase 2 Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability s-af 4.1 Enhanced Short Term ATFCM measures Tactical capacity management using STAM phase 2 requires the deployment of additional tool and procedures in order to ensure a close and efficient working relationship between M, FMP and airspace users. STAM phase 2 tool should include occupancy traffic monitoring values (OTMV), hotspot detection and coordination tool. The enhancements shall mainly focus on: - Enhanced monitoring techniques (including hotspot management and complexity indicators) - Coordination systems (including B2B with local tools) - What-if function (local measures, flight based, flow based and multiple measure alternative) - etwork impact assessment Additional tasks relevant to the STAM Phase 2 scope shall encompass: - Development of consolidated STAM phase 2 concept of operation; - Development of operational guidance documentation; - development of training package; - development of harmonised operational procedures ASPs and AUs shall deploy - interface between local STAM support systems (including AU trajectory optimisation) and the M systems - and/or the STAM phase 2 application and services developed by M - apply harmonised operational procedures, taking into account the STAM Phase 2 pre-requisites such as the traffic information and flight predictability. 01/01/ /01/2022 ATM Master Plan Level 2 (Dataset 14):DCB-0308 ATM Master Plan Level 3 (Edition 2015): one SP: SO 4/3; SO 5/4 M, ASP, AUs if applicable EU 105

106 Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Upgrade of M systems is required for STAM phase 2 Synchronisation is necessary between neighbouring ACCs. Commission Implementing Regulation (EU) o 716/2014 one one M system readiness is a prerequisite for ASP/AUs STAM phase 2 deployment. STAM phase 1 is a predecessor of STAM phase 2, but the deployment of STAM phase 1 is not a mandatory task due to the fact that STAM phase 2 focuses on the network STAM workflow procedures where STAM phase 1 focuses on local STAM procedures. Fam Upgrade of ATM systems ( M, ASPs, AUs) to support DCT and Free Route Medium The proposal should refer to the further M development for STAM phase 2, ASP and eventually AUs should consider submitting proposals for STAM phase 2 deployments (local tool and/or M tool). It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

107 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M STAM phase 2 CEF Call 2014 Awarded Projects Identified GAPs Austria Belgium Bulgaria Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 107

108 Family Interactive Rolling OP Designator ame Main Sub-AF Interactive Rolling OP Sub AF 4.2 Collaborative OP etwork operations are driven by enhanced stakeholders participation in a rolling cooperative process (Civil & Military airspace users, ASPs, Airports, M, outside EUR interfaces). By continuously sharing latest flight intentions resulting in demand and available capacity, defining measures in the network operations plan, realising the plan as a target by all actors taking into account operational updates, evaluating operations against performance targets and updating the plan. This rolling view of the network situation (rolling OP) and the support to the collaborative processes is based on an information management platform, accessible online by all stakeholders for consultation,(not only passive but including dialogue opportunities for sharing of evaluations and issues) and update as and when needed, in a secure and tailored way. An initial implementation of the Interactive Rolling OP was achieved through the deployment of the OP Portal, providing a limited initial view of the etwork Situation, with very limited collaboration and tailoring capabilities. Description and Scope The scope of this family consists in the implementation of a platform that uses the state-of-the-art technologies for creation of a Virtual Operations Room for the physically distributed European ATM etwork Operations, in support of the Collaborative OP. This platform supports the network collaborative rolling processes from strategic to real-time operations, including capabilities for online performance monitoring integrated and feeding back into the collaborative network planning. Also, the platform provides access to post-operational data for offline analysis and performance reporting. The platform shall provide SLA management capabilities, based on a holistic view of the users and their organisations, their interaction with the system and on the monitoring of the SLA adherence by the different parties. The platform will provide both a workplace tool, as well as B2B interfaces following SWIM standards, to allow integration in the stakeholders own systems. Information and dialogue tools shall be accessed anytime, anywhere via an ATM Information Portal. Access to information is done in a secure way, tailored according the stakeholders needs and subject to access control rules, so that only those who have an operational need to access particular information are able to do so. 108

109 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Before /01/2022 ATM Master Plan Level 2 (Dataset 14): DCB-0103-A ATM Master Plan Level 3 (Edition 2015): Link to FCM05 SP: SO 2/1 SO 2/2 SO 2/3 and SO 2/4 OP User Guide; Edition : Date:25/03/2015 ASP, Airport, AU, M, Military EU The deployment of etwork Collaborative Management functionality shall be coordinated due to the potential network performance impact of delayed implementation in a wide geographical scope involving a number of stakeholders. From a technical perspective the deployment of targeted system and procedural changes shall be synchronized to ensure that the performance objectives are met. This synchronization of investments shall involve multiple air navigation service providers and the etwork Manager. Commission Implementing Regulation (EU) o 716/2014 one one M Functionalities provided via other AFs are to be delivered via this platform. Family AOP/OP information sharing Dependency on AF5 for the SWIM infrastructure and SWIM interfaces High It will be a basic platform for info sharing between all stakeholders. IPs proposals are expected by M (as provider of the platform) but in terms of deployment the different stakeholders are impacted, as processes need to be put in place locally to use the platform. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

110 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Interactive rolling OP CEF Call 2014 Awarded Projects Identified GAPs 077AF4 Belgium Bulgaria Croatia Cyprus Czech Republic Denmark Estonia Finland France Germany Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 110

111 Family Interface ATM systems to M systems Designator ame Main Sub-AF Interface ATM system to MS 4.2 Collaborative OP This family addresses the message exchange between M systems, ASPs ATM system and AU/FOC /WOC flight plan fling systems in respect of collaborative flight planning, improving flight plan distribution and enhanced tactical flow management. The exchanges of following messages between M, ATM and AU/FOC systems are addressed by this family as: - ATC Flight plan Proposal (AFP) - ATC flight plan CHange message (ACH) - ATC flight PLan message (APL) - First System Activation (FSA) - Correlated Position Report (CPR) - Extended Flight Plan (EFPL) - Improved OAT Flight Plan Description and Scope The EFPL will include the planned 4D trajectory of the flight as well as flight performance data in addition to ICAO 2012 FPL data. The first phase that will be implemented should address only the exchange of EFPL information between AUs and M. The transmission of EFPL data to ASP (flight plan distribution) will be implemented when transition to FF-ICE provisions is achieved. ASPs automatically provide AFP message to M for following events: - Missing flight plan - Change of route - Diversion - Change of flight rules or flight type - Change of requested cruising level - Change of aircraft type - Change of aircraft equipment The local ATM system shall be capable to process APL and ACH messages sent by IFPS in order to exploit the full benefits of AFP distribution to M. M needs to integrate the received AFP within M systems. ASPs need also to provide CPR and FSA messages to M system (only few pending ASPs). EFPL will be processed by AU flight planning systems and sent to IFPS. Initially the EFPL exchange will be implemented using the flight data model developed by the M for B2B and that is currently used for operations. Subsequently, as the FIXM version corresponding to FF-ICE/1 becomes available, the EFPL will be migrated to FIXM. The improved OAT Flight Plan will be processed by AU flight planning systems, ASPs, FDPS and IFPS, as this improved flight plan will precise the restricted area used and therefore enhance the description of the GAT part of the flight. 111

112 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Before /01/2022 ATM Master Plan Level 2 (Dataset 14): IS-0102 (baseline); AUO A ATM Master Plan Level 3 (Edition 2015): Link to FCM01, FCM03 SP: SO 4/2 and SO 5/1 M Flight Progress Messages Document; Edition o. 2.1; 19 March 2015 M, Civil/military (ASP, Airport, AU) where applicable EU Synchronisation is required for AFP between M and ASPs. For EFPL deployment, the synchronisation between M, AU and ASP is required for the development and deployment phase. Commission Implementing Regulation (EU) o 716/2014 one Community Specifications 0101 Edition 1.1 Specification for the Initial Flight Plan Fam Traffic Complexity tools Dependency on AF5 for the SWIM Infrastructure and SWIM interfaces. Link with AF6 (EPP) High The exchanges of collaborative flight planning messages are essential for improving the Pan-European flight predictability. It should be considered to prime importance to address the existing gaps for the provision of CPRs, AFP and FSA messages to M. ASPs which not yet provide these messages to M should consider submitting IP proposal. AUs and M should consider submitting IP proposal for EFPL and OAT flight plan. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

113 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Interface ATM systems to M Systems CEF Call 2014 Awarded Projects Identified GAPs 062AF4 123AF4 Austria Bulgaria Belgium Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Romania Slovenia Slovak Republic Spain Sweden United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 113

114 Family AOP/OP information sharing Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material AOP/OP information sharing Sub-AF 4.2 Collaborative OP The Airport element that reflects the operational status of the Airport and therefore facilitates Demand and Capacity Balancing is the Airport Operations Plan (AOP), described in family The AOP connects the relevant stakeholders, notably the Airspace Users Flight Operations Centre (FOC) and Wing Operations Centers (WOC). It contains data and information relating to the different status of planning phases and is in the format of a rolling plan, which naturally evolves over time. The AOP is a single, common and collaboratively agreed rolling plan available to all airport stakeholders whose purpose is to provide common situational awareness and to form the basis upon which stakeholder decisions relating to process optimization can be made. In order to improve the European ATM network performance, notably capacity and flight efficiency through exchange, modification and management of trajectory information there is a clear need for information sharing between the AOP and the OP (etwork Operation Plan). As such the collaborative OP will be fully integrated in ATM stakeholders planning processes and working methods. The creation and maintenance of the AOP as well as the integration and the consistency with the OP involves a large number of stakeholders, with different roles and responsibilities: the airspace users including the flight crews and the AU FOC/WOC, the Airport Operators, the Air avigation Service Providers, the etwork Manager and the MET services. The AOP/OP information sharing is the technical data layer on the collaborative OP. The output of SESAR is relatively mature and further refinement ongoing driven by M. Web-service for data exchange are under development, current exchange is done vie AFT, which is to be replaced over time. SWIM yellow profile should initially apply. Details have to be defined in collaboration between the M and the DM partners. Before /01/2022 ATM Master Plan Level 2 (Dataset 14): DCB-0103-A; AO-0801-B ATM Master Plan Level 3 (Edition 2015): Link to FCM05 SP: SO 4/3 SO 06/2; and SO 6/4 114

115 Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal (civil/military where appropriate) Airport Operators, ASPs (TWR & FMP); Airspace Users, Ground Handlers, Airport Coordinators, etwork Manager EU is to be synchronised with all AF4 functions, AF1 (extended AMA), AF2, AF5 and AF6, where relevant. Commission Implementing Regulation (EU) o 716/2014 one one AF4.2.2; AF1 (extended AMA), AF2, AF3, AF5 and AF6, where relevant. Medium The AOP/OP integration could only start after the development of M interfaces. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

116 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M AOP/OP Information Sharing CEF Call 2014 Awarded Projects Identified GAPs Austria Belgium Bulgaria Cyprus Croatia Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 116

117 Family Target Time for ATFCM purposes Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Target Time for ATFCM purposes s-af4.3 CTOT to Target Time for ATFCM purposes M system should transmit calculated target time at the most penalising regulation reference point in addition to CTOT to all concerned users of CTOT. Those users should be able to manage this new feature and potential system upgrades should be foreseen. 01/01/ /01/2022 ATM Master Plan Level 2 (Dataset 14): DCB-0208 ATM Master Plan Level 3 (Edition 2015): one SP: SO 4/3 SO 5/4 M, AUs, Airport, ASP, where applicable EU Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Commission Implementing Regulation (EU) o 716/2014 one one Fam Reconciled target times for ATFCM and arrival sequencing High 117

118 Recommendation for the IPs proposal This covers a core development described in ATM Master Plan, SP and PCP IR, constituting a key change in ATFCM, and building step towards further time based operations. All Stakeholders should consider submitting IP s proposal for the deployment of this family, in case of identified system and procedural upgrades for Target Times. The IP proposals for concept/studies should be considered as well. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

119 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Target Time for ATCFM purposes CEF Call 2014 Awarded Projects Identified GAPs Austria Belgium Bulgaria Cyprus Croatia Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 119

120 Family Reconciled target times for ATFCM and arrival sequencing Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Reconciled target times for ATFCM and arrival sequencing s-af4.3 CTOT to Target Time for ATFCM purposes Establish processes and system changes to ensure that target times on flights for (extended) sequencing purposes are reconciled with possible ATFCM related target times for those same flights, to ensure that optimal solutions are established for both sequencing and ATFCM. The scope of this family contains the process, procedure and system upgrades related to the reconciliation of multiple local Target Time constraints. To this end, the potential solution will be coordinated and disseminated to the different stakeholders (supported by the etwork CDM Information Platform and within the context of the OP) at the Local and etwork levels. Once coherence and agreement is achieved, the implementation will be initiated. The actions that the specific measure requires will be promulgated to the appropriate actors and the implementation is finally achieved. 01/01/ /01/2022 ATM Master Plan Level 2 (Dataset 14):DCB-0208, DCB-0213 ATM Master Plan Level 3 (Edition 2015): one SP: SO 4/3, SO 5/4, SO 6/5 M, AUs, ASP EU Synchronisation required with: - Target Time operations in support of Extended AMA (AF1) and arrival sequencing (AF4 OP/AOP integration) and - CTOT to Target Time for ATFCM purposes (AF4) Commission Implementing Regulation (EU) o 716/2014 one one 120

121 Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal AF1 (extended AMA), AF2 Fam Target Time for ATFCM purposes Low Considering the current status of development work, for CEF call 2015, IP proposals should only be focused on concept/feasibility study items. 121

122 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. L Reconciled Target Times for ATFCM and arrival sequencing CEF Call 2014 Awarded Projects Identified GAPs Austria Belgium Bulgaria Cyprus Croatia Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 122

123 Family Traffic Complexity tools Designator ame Main Sub-AF Description and Scope Initial Operational Capability Full Operational Capability Traffic Complexity tools s-af 4.4 Automated support for traffic complexity assessment The traffic complexity tools continuously monitor sector demand and evaluate traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. The predicted complexity coupled with traffic demand enables ATFCM to take timely action to adjust capacity, or request the traffic profile changes in coordination with ATC and airspace users. The rigid application of ATFCM regulations based on standard capacity thresholds as the pre-dominant tactical capacity measure needs to be replaced by a close working relationship between ASPs and etwork Manager, which would monitor both the real demand, the effective capacity of sectors and their dynamic management by mean of different suitable configurations having taken into account the complexity of expected traffic situation. The scope of this family shall include: - ASP to implement Local Traffic Complexity tools and procedures. The Traffic Complexity tool continuously monitor and evaluate current and expected traffic loads and estimated controller s workload. It provides a support in the determination of solutions in order to plan airspace, sectors and staff to handle the predicted traffic. It is suggested that ASPs develop concept for the complexity tools utilisation before considering the procurement/upgrades of ATM systems with this functionality - Provision by M of EFD to ASPs; - The local complexity tools need to receive process and integrate EFD provided by M. This is needed in order to supplement the local traffic counts with the flight plan data from ETFMS; - The M systems adaptation activities deal with improving the quality of the planned trajectory (processing of ATC information part of family, processing of EFPL and improved OAT FPL information part of family, support to mixed mode operations, Implementation of traffic count methodologies that do not impact trajectory calculation) thus enhancing M complexity assessment. Implementation of scenario management tools in support of traffic complexity. It will rely on the planned trajectory and allows simulating options optimising the use of available capacity. It will help M operations identify possible mitigation strategies to be applied at network or local level, in coordination with FMPs and airspace users. Before /01/

124 References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal ATM Master Plan Level 2 (Dataset 14):CM-0103-A ATM Master Plan Level 3 (Edition 2015): Link to FCM06 SP: SO 4/3 and SO 5/4 M Flight Progress Messages Document; Edition o. 2.1; 19 March 2015 Civil/military ASP where appropriate, M EU Synchronisation between M and ASPs is required Commission Implementing Regulation (EU) o 716/2014 one one Fam STAM Phase 1 Fam STAM Phase 2 Fam Interface ATM system to MS Fam Upgrade of ATM systems ( M, ASPs, AUs) to support DCT and Free Route High Taking into account a need that complexity tools to be deployed in collaboration between ASPs and M, IP proposal should be mainly focused on ASPs and M system upgrades. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

125 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Traffic Complexity Tool CEF Call 2014 Awarded Projects Identified GAPs 079AF4 Austria Bulgaria Belgium Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 125

126 3.5 AF #5 Initial SWIM The following chart highlights all Families and Implementation projects (identified by their Reference umber) related to the AF #5, divided in sub-afs. AF5 Initial SWIM S-AF 5.1 Common Infrastructure Components S-AF 5.2 SWIM Infrastructures and Profiles Family PES 1 Family Future PES Family Stakeholder Internet Protocol Compliance Family Stakeholders SWIM infrastructure components 014AF5 127AF5 059AF5 117AF5 Family Common SWIM Infrastructure Components 073AF5 S-AF 5.3 Aeronautical Information Exchange S-AF 5.4 Meteorological Information Exchange Family Upgrade / Implement Aeronautical Information Exchange System / Service Family Upgrade / Implement Meteorological Information Exchange System/ Service 006AF5 041AF5 016AF5 134AF5 009AF5 066AF5 110AF5 040AF5 084AF5 S-AF 5.5 Cooperative etwork Information Exchange S-AF 5.6 Flights Information Exchange Family Upgrade / Implement Cooperative etwork Information Exchange System / Service 082AF5 Family Upgrade / Implement Flights Information Exchange System/ Service 067AF5 The following table encompasses the list of all projects related to the AF #5 that have been awarded by 2014 CEF Transport Call. Further details for each Implementation Projects are provided within Annex A. 126

127 Reference umber Title IP description Page umber (Annex A) 006AF5 ATM Data Quality (ADQ) AF5 Integrated Briefing System ew (IBS) AF5 MPLS WA Project AF5 Initial WXXM Implementation on Belgocontrol Systems AF5 ADQ Aeronautical Data Quality AF5 EASI EAD AIM Systems Integration AF5 Implementation and operation of an IP-based G/G data communication network in EAIRE 066AF5 EAV AIS system upgrade to support AIXM AF5 Coflight e-fdp System Development AF5 SWIM Common Components AF5 SWIM compliance of M systems AF5 Implementation of Prerequisites for the Provision of Aerodrome Mapping Data and Airport Maps as Data Originator (Aeronautical Information Exchange) 110AF5 Meteorological Information Exchange by MET ASP KMI AF5 Implementation of Initial SWIM Capability (AF5) across ATS AF5 ational WA Infrastructure - CADI-IP preparation project AF5 PILOT PLATFORM for access services to OPMET (worldwide/ecac) data(metar, TAF, SIGMET) in WXXM format Table 6 List of AF5 Implementation Projects (IPs) 127

128 Family PES 1: Pan-European etwork Service version 1 Designator ame PES 1: Pan-European etwork Service version 1 Main Sub-AF S-AF 5.1 Common Infrastructure Components SWIM Infrastructure is part of the Data Communication Infrastructure defined in the SESAR EATM Architecture Description and Scope SESAR EATM Architecture More precisely the following picture shows the place of the SWIM Infrastructure within the SWIM scope. An Internet Protocol (version 6)etwork connectivity is necessary to support the SWIM Exchanges The current PES (Pan European etwork Service), called PES1, supports the exchanges of the current ATM information based on Internet Protocol (version 4 and 6). 128

129 PES1, provided by SITA, will terminate in June 2018, but a new PES is planned to be deployed from beginning 2017 to replace PES1 with a transition period (2017-mid 2018) to guarantee the continuity of operations. The PCP stipulates To support the blue SWIM TI Profile (for Flight Object), very high and high capacity centres shall be connected to Pan-European etwork Services (PES). So ASPs, planning to implement IOP FO, have to be or become PES user. The scope of this Projects Family aims at implementing projects for ASPs not yet PES1 user and having planned to implement IOP / FO before June PES User Status in April 2015 Till April 2015 the following ASPs are become PES1 users: 1. DHMI (Turkey) 2. ISAVIA (Iceland) 3. AS-CR (Czech Republic) 4. IAA (Ireland): The following ASPs are on the process to become PES1 users: Initial Operational Capability Full Operational Capability - EAS (Estonia) - SMATSA (Serbia) - IAA (Israel) - HCAA (Greece) - Azerbaijan Before 2014: PES1 has been deployed from 2009 by M and ASPs 30/06/2018: PES1 is expected to end in June 2018 before to be replaced by the future PES (new PES) 129

130 References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal one M and stakeholders managing the Area Control Centres & TMAs identified in the Commission Implementing Regulation (EU) o 716/2014 Appendix. Other ATC and military controlling units could be interested in particular to implement the FMTP IR. M, Area Control Centres & TMAs identified in the Commission Implementing Regulation (EU) o 716/2014 Appendix. The synchronization and coordination is performed by the PSSG (PES Steering Group) and the PMU (PES Management Unit), the main bodies of the PES1 Governance. Any PES user has, when entering PES by signing the PES CPA (Common Procurement Agreement) and the dedicated Amendment, a representative in PSSG. Commission Implementing Regulation (EU) o 716/2014 Available Internet Protocol version 6 for Unicast and Multicast o specific needs (future PES) to guarantee the transition from PES1 to the future PES (Flights Information Exchanges) PES1 shall be able to manage ATM VoIP communications proposed in Family High for ASPs planning to implement IOP / FO before June 2018 All PCP ASPs not already PES1 user and planning to implement IOP FO before mid-2018, are invited to present a project to become a PES1 user. Such projects shall include, if necessary, the upgrade of PES1 to meet the related QoS and Security FO requirements. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

131 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H PES 1 Pan-European etwork Service v. 1 CEF Call 2014 Awarded Projects Identified GAPs Bulgaria Estonia Finland Greece etherlands H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 131

132 Family Future PES: Future Pan-European etwork Service Designator ame Main Sub-AF Future PES: Future Pan-European etwork Service S-AF 5.1 Common Infrastructure Components SWIM Infrastructure is part of the Data Communication Infrastructure defined in the SESAR EATM Architecture Description and Scope SESAR EATM Architecture More precisely the following picture shows the place of the SWIM Infrastructure within the SWIM scope. An Internet Protocol (version6) etwork connectivity is necessary to support the SWIM Exchanges. The future PES (Pan European etwork Service) is expected to exchange information based on Internet Protocol. The future PES will replace PES1 terminating in June

133 The PCP stipulates To support the blue SWIM TI Profile (for Flight Object), very high and high capacity centres shall be connected to Pan-European etwork Services (PES). So civil and military ASPs, planning to implement IOP FO, have to be or become PES user. We may notice that Yellow Profile, less QoS demanding than Blue Profile, could be supported by PES instead of Public Internet. It will be up to Stakeholders, according to their requirements, to select the Public Internet Protocol etwork or PES. The scope of this Projects Family aims at implementing projects for ASP and M to become future PES user to be able to support IOP FO. PES is also able to support other Information Exchanges and could become the main Internet Protocol etwork in the ICAO EUR/AT Region to support all SWIM Information Exchanges as proposed in the PES evolution vision elaborated by the current PES1 Users : - By the end of the current PES contract (mid 2018), PESv1 will be operationally used by ASPs/FABs to support their international Internet Protocol ground/ground voice and data communications within ICAO EUR/AT Region and to/from other ICAO regions. Some regional network communications may continue to be supported on the existing network infrastructure where PES connectivity is not suitable or available. - By 2020, an Enhanced PES 2 will provide Internet Protocol services to ASPs/FABs and other civil and military ATM stakeholders to support any international and optionally internal ASP/FAB ground/ground communication (including SWIM) within ICAO EUR/AT Region and to/from other ICAO Regions. PES should be provided by more than one etwork Service Provider and include alternative means to meet some specific safety critical ATM requirements such as Voice services. As civil and military stakeholders have to be interconnected, PES will meet adequate Security requirements. 133

134 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications 01/06/ /01/2025 ATM Master Plan Level 2 (Dataset 14):IS-0901-A ATM Master Plan Level 3 (Edition 2015): one M, Area Control Centres & TMAs identified in the Commission Implementing Regulation (EU) o 716/2014 Appendix for FO. All the ATM Stakeholders connected directly or indirectly (gateways) will be concerned. M, Area Control Centres & TMAs identified in the PCP Appendix with a possible extension to the ICAO EUR/AT Region if PES become the main IP network for all the ATM data and voice communications. The synchronization and coordination is performed by the future PES Governance bodies expected to be set-up by ASPs and M. Any PES user has, when entering PES by signing the PES CPA (Common Procurement Agreement) and the dedicated Amendment, a representative in PES Governance bodies. Commission Implementing Regulation (EU) o 716/2014 Available Internet Protocol version 4 and 6 for Unicast and Multicast one 134

135 Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal With (PES1) and (Flights Information Exchanges) and possible interdependencies with all the projects families dealing with ATM Information exchanges. Future PES shall be also able to manage ATM VoIP communications proposed in Family High for ASPs and M planning to implement IOP FO in short term. Medium for the others. The future PES is also able to support all the ATM information exchanges even if the Commission Implementing Regulation (EU) o 716/2014 is requiring PES only for the Blue Profile required for Flight Object. All PCP ASPs and M planning to implement IOP FO are invited to present a project to become a future PES user. Coordinated projects between several stakeholders should be privileged. A particular concern as ATM becomes increasingly interconnected across Europe is cyber security; therefore, projects should include appropriate cyber security measures. The future PES is also able to support all the ATM information exchanges even if the Commission Implementing Regulation (EU) o 716/2014 is requiring PES only for the Blue Profile required for Flight Object. The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. 135

136 M Future PES Future Pan-European etwork Service CEF Call 2014 Awarded Projects Identified GAPs Austria Belgium Bulgaria Cyprus Croatia Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 136

137 Family Common SWIM Infrastructure components Designator ame Main Sub-AF Common SWIM Infrastructure components S-AF 5.1 Common Infrastructure Components SWIM Infrastructure is part of the Data Communication Infrastructure defined in the SESAR EATM Architecture Description and Scope SESAR EATM Architecture More precisely the following picture shows the place of the SWIM Infrastructure within the SWIM scope. Within the Commission Implementing Regulation (EU) o716/2014 the SWIM Infrastructure has been split in two parts: 137

138 - The common components Common infrastructure components - The stakeholders components SWIM Technical Infrastructure and Profiles According to Commission Implementing Regulation (EU) o 716/ Common infrastructure components the Common SWIM infrastructure components are: The registry, which shall be used for publication and discovery of information regarding service consumers and providers, the logical service and information models, SWIM enabled services (Service Implementations), business, technical, and policy information Public Key Infrastructure (PKI), which shall be used for signing, emitting and maintaining certificates and revocation lists; The PKI ensures that information can be securely transferred PCP stipulates also that SWIM comprises standards, infrastructure and governance enabling the management of information and its exchange between operational stakeholders via interoperable services. The current family is dealing with the common components when the family Stakeholder SWIM Infrastructure Components (5.2.2) is dealing with the dedicated stakeholders components. Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders The scope of this Projects Family aims at implementing the following SWIM common components: - A SWIM Governance Structure and Processes, including civil and military stakeholders, governing and managing the common components and the processes for the provision and the consumption of the SWIM services - A SWIM registry managed by the SWIM Governance bodies and dealing with the service catalogue and its content (AIRM, ISRM, Profiles, Service Implementations, Security measures (including PKI aspects), compliance criteria ) - Any other common components necessary for SWIM implementation (such as SWIM Compliance Capabilities, Incident and Problem Management, Change Management, Configuration Management, ) It shall support users from all civil and military stakeholders. This family has also to address the common transition issues from existing legacy protocol (AFT, AMHS, FMTP,) to SWIM environment. 06/2016 for starting the SWIM Governance Structure and Processes and SWIM Registry building on ad-hoc arrangements set-up within SESAR1 (WP8) 01/01/2025 ATM Master Plan Level 2 (Dataset 14):IS-0901-A ATM Master Plan Level 3 (Edition 2015): one All the stakeholders Airspace Users, Airport Operators, Civil and Military ASPs, etwork Manager, MET, AIS providers are concerned 138

139 Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal As stated in Commission Implementing Regulation (EU) o 716/2014 Strong coordination is necessary between all stakeholders (at least pioneers) to set-up first implementation of common components through a Governance structure and processes. Commission Implementing Regulation (EU) o 716/2014 Standardization developments are needed for the SWIM Registry content (AIRM, ISRM, XXXM, Profiles, compliance criteria, service implementations, security measures, ) Such standardization has to be developed at European level in a close coordination with ICAO to guarantee international interoperability. one With all AF5 Families With project 073AF5 High It is urgent to launch a project meeting pioneers stakeholders (M, ASPs ) to set-up a first SWIM Governance to be able to manage as soon as possible the SWIM Registry and its content allowing the start of SWIM implementation. It is recommended that pioneers stakeholders (M, ASPs ) launch an Implementing Project to set-up a first SWIM Governance to be able to manage as soon as possible the SWIM Registry, its content, the evolution of SWIM elements required during deployment, SWIM compliance assessment, all together allowing the start of SWIM implementation. 139

140 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Common SWIM Infrastructure Components CEF Call 2014 Awarded Projects Identified GAPs 073AF5 Austria Bulgaria Belgium Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 140

141 Family Stakeholder Internet Protocol Compliance Designator ame Main Sub-AF Stakeholder Internet Protocol Compliance S-AF 5.2 SWIM Infrastructure and profiles SWIM Infrastructure is part of the Data Communication Infrastructure defined in the SESAR EATM Architecture Description and Scope SESAR EATM Architecture More precisely the following picture shows the place of the SWIM Infrastructure within the SWIM scope. The Commission Implementing Regulation (EU) o 716/2014 stipulates Initial System Wide Information Management (iswim) supports information exchanges that are built on standards and delivered through an internet protocol (IP)-based network by SWIM enabled systems. So a strong SWIM prerequisite is to be IP-compliant. 141

142 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal This family is dealing with the necessary Internet Protocol compliance for each civil and military stakeholder to be able to support future SWIM information exchanges through SWIM profiles based on Internet Protocol. The scope of this Projects Family aims mainly at implementing on civil and military stakeholder side Internet Protocol etwork connectivity to be able to exchange ATM information. OLDI/FMTP implementation could be considered in this family even if not in the Commission Implementing Regulation (EU) o 716/2014 scope. Before 2014:several Stakeholders have started to deploy Internet Protocol etworks and to implement OLDI/FMTP in 2000s 01/01/2016: for OLDI/FMTP ASPs and M shall be Internet Protocol compliant before end ATM Master Plan Level 2 (Dataset 14):IS-0901-A; CM-0201-A ATM Master Plan Level 3 (Edition 2015):one All the PCP stakeholders not yet IP-compliant Commission Implementing Regulation (EU) o 716/2014 Each civil and military stakeholder not yet Internet Protocol compliant should plan to transition to Internet Protocol version 6 connectivity in order to be in a position to exchange information with other stakeholder in the near future through SWIM etwork. Commission Implementing Regulation (EU) o 716/2014 Commission Regulation (EC) o 633/2007 Internet Protocol version 6 and 4 for Unicast and multicast communications. one All AF5 Families High for stakeholders not yet Internet Protocol compliant for data exchanges (including for civil-military coordination as envisaged in the OLDI/FMTP IR). Stakeholders not yet compliant are highly invited to present IP compliance. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

143 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Stakeholder Internet Protocol Compliance CEF Call 2014 Awarded Projects Identified GAPs 014AF5 Austria Bulgaria 059AF5 Croatia Cyprus 127AF5 Denmark Estonia Finland France Greece Ireland Latvia Lithuania Luxembourg Malta etherlands Poland Portugal Romania Sweden etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 143

144 Family Stakeholder SWIM Infrastructures Components Designator ame Main Sub-AF Stakeholder SWIM Infrastructure Components S-AF 5.2 SWIM Infrastructure and profiles SWIM Infrastructure is part of the Data Communication Infrastructure defined in the SESAR EATM Architecture Description and Scope SESAR EATM Architecture More precisely the following picture shows the place of the SWIM Infrastructure within the SWIM scope. Within the Commission Implementing Regulation (EU) o 716/2014 the SWIM Infrastructure has been split in two parts: - The common components Common infrastructure components 144

145 - The stakeholders components SWIM Technical Infrastructure and Profiles According to PCP SWIM Technical Infrastructure and Profiles of ATM stakeholders shall be driven by the following requirements: A SWIM Technical Infrastructure (TI) Profile implementation shall be based on standards and interoperable products and services. Information exchange services shall be implemented on one of the following profiles: Blue SWIM TI Profile, which shall be used for exchanging flight information between ATC centres and between ATC and etwork Manager Yellow SWIM TI Profile, which shall be used for any other ATM data (aeronautical, meteorological, airport, etc.) This family is dealing with the Stakeholders SWIM Infrastructure components when the family Common SWIM Infrastructure Components (5.1.3) is dealing with the common SWIM components. The scope of this Projects Family aims at implementing in each civil or military Stakeholder the following SWIM components: - Blue Profile - Yellow Profile - Any other components necessary for stakeholder SWIM implementation (Supervision, Security, ) Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization This family has also to address the Stakeholder transition issues from legacy protocol (AFT, AMHS, FMTP,) to SWIM environment. Before 2014: even if the common SWIM Infrastructure is not yet formally set-up, some Stakeholders have already started the implementation of SWIM by using the first deliverables of SESAR1. 01/01/2025 ATM Master Plan Level 2 (Dataset 14):IS-0901-A ATM Master Plan Level 3 (Edition 2015): one All the civil or military Airspace Users, Airport Operators, Civil and Military ASPs, etwork Manager, MET, AIS providers are concerned Commission Implementing Regulation (EU) o 716/2014 It is essential that appropriate SWIM Governance Structure and Processes are established to develop and monitor an agreed SWIM implementation roadmap. Strong coordination and synchronisation is necessary between all stakeholders (including military) to implement their SWIM infrastructure according to the agreed SWIM roadmap. 145

146 Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Commission Implementing Regulation (EU) o 716/2014 one one Interdependencies 5.1.3, 5.3.1, 5.4.1, 5.5.1,5.6.1 Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Low if not linked to precise Information Exchanges implementation. Medium/high if linked to precise Information Exchanges implementation plan (5.3.1, 5.4.1, 5.5.1, 5.6.1). According to their SWIM implementation planning, stakeholders are invited to propose IPs to implement their SWIM infrastructure. Such IPs should be linked to implementation planning of ATM Information Exchanges of the PCP (Aeronautical, Meteorological, Cooperative etwork, Flights) 146

147 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M Stakeholder SWIM Infrastructure components CEF Call 2014 Awarded Projects Identified GAPs 117AF5 Austria Bulgaria Belgium Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 147

148 Family Upgrade / Implement Aeronautical Information Exchange system / service Designator ame Main Sub-AF Description and Scope Upgrade / Implement Aeronautical Information Exchange system / service S-AF 5.3 SWIM Aeronautical Information Exchange PCP content: Operational stakeholders shall implement services which support the exchange of the following aeronautical information using the yellow SWIM TI Profile: otification of the activation of an Airspace Reservation/Restriction (ARES) otification of the de-activation of an Airspace Reservation/Restriction (ARES) Pre-notification of the activation of an Airspace Reservation/Restriction (ARES) otification of the release of an Airspace Reservation/Restriction (ARES) Aeronautical information feature on request. Filtering possible by feature type, name and an advanced filter with spatial, temporal and logical operators. Query Airspace Reservation/Restriction (ARES) information Provide Aerodrome mapping data and Airport Maps (including etod: electronic Terrain and Obstacle Data) Airspace Usage Plans (AUP, UUP) ASM level 1, 2 and 3 D-OTAMs Service implementations shall be compliant with the applicable version of Aeronautical Information Reference Model (AIRM), the AIRM Foundation Material and the Information Service Reference Model (ISRM) Foundation Material. The related ISRM services, defined in the Registry managed by the SWIM Governance Structure and Processes, have to be implemented according to the Registry content. This projects family aims at Upgrading / Implementing Aeronautical Information Exchange system / service in accordance with SWIM principles The related ATM systems shall be able to use the Aeronautical information exchange services. The systems shall be upgraded or implemented to support the Aeronautical Information exchange in compliance with the yellow SWIM TI Profile, either through the Public Internet or over PES. The different communications paradigms of this profile shall be adapted for supporting the different levels of technical compliance of the stakeholders. The Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM 148

149 Foundation Material as SDD (Service Design Document), when adopted as standards by the relevant bodies (SWIM Governance Bodies with the support of ESOs, as EUROCAE). The Stakeholders systems shall be adapted to support simultaneously the legacy messaging exchanges (e.g. AFT, AMHS ) and the yellow SWIM profile information exchange, allowing a smooth migration of the stakeholders to SWIM. Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Security and availability shall be upgraded to support the strong dependencies caused by the system to system interactions. Stakeholder security shall be improved by conducting a risk assessment and by establishing security monitoring and management tools and procedures. 01/01/ /01/2022 (due to close linkage with implementation of FRA s-af3.2) ATM Master Plan Level 2 (Dataset 14):IS-0901-A ATM Master Plan Level 3 (Edition 2015): one IDP: SWP and WP 2.4 For interoperability with M: M B2B technical documentation Airspace Users, Airport Operators, Civil and Military ASPs, etwork Manager, AIS providers AOC system providers, etwork Manager, Airport Operators - as specified in Appendix to Annex 1, Civil and Military ASPs - as specified in Appendix to Annex 1 Synchronization Synchronization is needed before full implementation of S-AF 3.3 Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Commission Implementing Regulation (EU) o 716/2014 AIXM, developed by Eurocontrol; AMXM (AMDB), developed by EUROCAE one Interdependencies with S-AF 3.1 Airspace Management and Advanced Flexible Use of Airspace High 149

150 Recommendation for the IPs proposal Multiple stakeholders Implementing Projects could be relevant. The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Upgrade / Implement Aeronautical Information Exchange System/service CEF Call 2014 Awarded Projects Identified GAPs 006AF5 Austria Belgium 009AF5 Bulgaria Croatia 040AF5 Cyprus Czech Republic 041AF5 Denmark Estonia 066AF5 Finland France 084AF5 Germany Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta MUAC etherlands Poland Portugal Romania Slovak Republic Slovenia Spain Sweden etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 150

151 Family Upgrade / Implement Meteorological Information Exchange system / service Designator ame Main Sub-AF Description and Scope Upgrade / Implement Meteorological Information Exchange system / service S-AF 5.4 SWIM Meteorological Information Exchange PCP content: Operational stakeholders shall implement services which support the exchange of the following meteorological information using the yellow SWIM TI Profile: - Meteorological prediction of the weather at the airport concerned, at a small interval in the future: o wind speed and direction o the air temperature o the altimeter pressure setting o the runway visual range (RVR) - Provide Volcanic Ash Mass Concentration - Specific MET info feature service - Winds aloft information service - Meteorological information supporting Aerodrome ATC & Airport Landside process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact; the system capability mainly targets a time to decision horizon between 20 minutes and 7 days. - Meteorological information supporting En Route/Approach ATC process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact; the system capability mainly targets a time to decision horizon between 20 minutes and 7 days - Meteorological information supporting etwork Information Management process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact (by making use of probabilistic models to aid decision support); the system capability mainly targets a time to decision horizon between 20 minutes and 7 days This family of implementation projects aims at upgrading / Implementing Meteorological Information Exchange system / service / data standards according to SWIM principles. ATM stakeholders systems shall be able to use the MET information exchange services The systems shall be upgraded or implemented to support the exchange of Meteorological Information in WXXM/iWXXM formats in compliance with the yellow SWIM TI Profile, either through the Public Internet or over PES. The different communications paradigms of this profile shall be adapted for supporting the different levels of technical compliance of the stakeholders. 151

152 Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund The Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material, when adopted as standards by the relevant bodies (SWIM Governance Bodies with the support of ESOs, as EUROCAE). The Stakeholders systems shall be adapted to support simultaneously the legacy messaging exchanges and the yellow SWIM profile information exchange, allowing a smooth migration of the stakeholders to SWIM. Security and availability shall be upgraded to support the strong dependencies caused by the system to system interactions. Stakeholder security shall be improved by conducting a risk assessment and by establishing security monitoring and management tools and procedures. 01/01/ /01/2025 ATM Master Plan Level 2 (Dataset 14): MET-0101 ATM Master Plan Level 3 (Edition 2015): one Civil and military Met service providers, civil and military ASPs, AOP, AUs, M ASPs, AOP as specified in PCP Appendix to Annex 1 Although individual ASPs may be connected at different times, the benefits are gained once a critical mass of ASPs are using WXXM format. Synchronization with AU/AOP/M could be relevant. Body responsible for synchronization and coordination to be considered. Commission Implementing Regulation (EU) o 716/2014 iwxxm / WWXM, developed by ICAO/WMO, Eurocontrol and FAA AMXM (AMDB), developed by EUROCAE one o discrete interdependencies to other S-AFs. However, improved exchange of MET information will have positive effects of the entire EATM system. Medium 152

153 Calls for Proposals 2015 Recommendation for the IPs proposal Multiple stakeholders Implementing Projects could be relevant. The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M Upgrade / Implement Meteorological Information Exchange System/Service CEF Call 2014 Awarded Projects Identified GAPs 016AF5 Austria Belgium 110AF5 Bulgaria Croatia 134AF5 Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Portugal Romania Slovak Republic Slovenia Spain Sweden etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 153

154 Family Upgrade / Implement Cooperative etwork Information Exchange system/service Designator ame Main Sub-AF Description and Scope Upgrade/Implement Cooperative etwork Information exchange system/service Sub-AF 5.5 Cooperative etwork Information Exchange The etwork Information will be freely exchanged between the systems of the Operational stakeholders by means of defined cooperative network information B2B services, using the yellow SWIM TI Profile. The scope of the projects family is the implementation by the Operational stakeholders of the B2B services which support the exchange of the cooperative network information using the yellow SWIM TI Profile for the sake Air Traffic Flow and Capacity Management. The information to be exchanged covering the PCP ones are: - Maximum airport capacity based on current and near term weather conditions, - Synchronization of etwork Operations Plan and all Airport Operations Plans, - Departure and arrival planning information, - ATFCM pre-tactical and tactical plans (regulations, re-routings, sector configurations, runway updates, monitoring values, capacities, traffic volume activations, scenarios, etc.), - Short term ATFCM measures, - ATFCM congestion points, - etwork events, - Rerouting opportunities, - Restrictions, - Traffic counts information, - Demand data (civil, military), - Flow and Flight message exchange (flight exchanges are meant for ATFCM purpose), - Airspace structure, availability and utilisation, - etwork and En-Route/Approach Operation Plans, - etwork impact assessment, - Service availability information, - General information messages (ATFCM Information Messages and headline news), - The systems shall be upgraded to support the B2B exchange of information in compliance with the yellow SWIM TI Profile, either through the Public Internet or over PES. The different communications paradigms of this profile shall be provided by the etwork Manager, supporting the different levels of technical compliance of the stakeholders. The list of SWIM services developed by M and already available in operations that are in scope of is the following. 154

155 - Airspace structure, availability and utilisation: Download of complete AIXM 5.1 datasets with the following entities: AS, PT, RT, UT, AD, AZ, TV, TZ, RL, FW, RS Incremental AIXM 5.1 data sets Creation and update of Airspace Use Plan service for AMCs Publication of the European Airspace Use Plan - ATFCM pre-tactical and tactical plans Retrieve regulation list and details, sector configuration plans, runways configuration plan, monitoring values, capacity plan, traffic volume activations Create and update regulations, sector configurations plan, runways configuration plan, monitoring values, capacity plan, traffic volume activations - Restrictions Part of the airspace structure service - Traffic counts information Traffic counts (entry or occupancy, where relevant) by AO, by AD, by AZ, by AS, by PT, by TV - General Information Messages Retrieve ATFCM Information messages - Flow and Flight message exchange (flight exchanges are meant for ATFCM purposes) Retrieve flight lists by AO, AD, PT, AS, TV, AZ Retrieve flight details The Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material as SDD (Service Design Document), when adopted as standards by the relevant bodies (SWIM Governance Bodies with the support of ESOs, as EUROCAE). The etwork Manager systems shall be adapted to support simultaneously the legacy messaging exchanges and the yellow SWIM profile information exchange, allowing for a progressive migration of the stakeholders to SWIM. Initial Operational Capability Full Operational Capability Security and availability shall be upgraded to support the strong dependencies caused by the system to system interactions. etwork security shall be improved by conducting a risk assessment of the network management functions and by establishing security monitoring and management tools and procedures. Before /01/2025, required by the IR The etwork Operation Plan plans a completion of this family by end of 2019 as the Cooperative etwork Information exchanges are based on mature technologies and services. 155

156 References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal ATM Master Plan Level 2 (Dataset 14):IS-0901-A ATM Master Plan Level 3 (Edition 2015): Link to FCM05 SP: SO 2/2, SO 2/4, SO 5/2, SO5/4, SO5/5, SO6, SO7/6 ICAO Global Air avigation Plan: B1-OPS and B1-SWIM For interoperability with M: M B2B technical documentation ASP, Airport, AU, M, Military PCP AF5 Geographical Area The deployment of the information exchange via SWIM shall be coordinated with the relevant stakeholders. M shall coordinate and support the stakeholders for the deployments of the M services. Commission Implementing Regulation (EU) o 716/2014 one one System-to system interfaces for access to etwork Information in other AFs (Families 4.1.2, 4.1.4, 4.2.2, 4.2.3) are dependent on this AF. Dependencies with Sub-AF3.1 and with family need to be analysed. Infrastructure dependencies exist with Sub-AF 5.1 (SWIM Common Components and PES) and Sub-AF 5.2 (Stakeholder compliance to Internet Protocol). High It is a multi-stakeholders initiative (M and various etwork users). Stakeholders initiatives should be synchronised to foster benefits. M shall coordinate and support the stakeholders for the deployments of the M services but does not recommend to package deployments in a unique project. 156

157 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Upgrade / Implement Cooperative etwork Information Exchange System/Service CEF Call 2014 Awarded Projects Identified GAPs 082AF5 Austria Bulgaria Belgium Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 157

158 Family Upgrade / Implement Flights Information Exchange system / service Designator ame Main Sub-AF Upgrade / Implement Flights Information Exchange system / service S-AF 5.6 SWIM Flights Information Exchange PCP content: Flight information shall be exchanged during the pre-tactical and tactical phases by ATC systems and etwork Manager. Operational stakeholders shall implement services which support the exchange of the following flight information as indicated in the table below using the blue SWIM TI Profile: - Various operations on a flight object: Acknowledge reception, Acknowledge agreement to FO, End subscription of a FO distribution, Subscribe to FO distribution, Modify FO constraints, Modify route, Set arrival runway, Update coordination related information, Modify SSR code, Set STAR, Skip ATSU in coordination dialogue - Share Flight Object information. Flight Object includes the flight script composed of the ATC constraints and the 4D trajectory Description and Scope Operational stakeholders shall implement the following services for exchange of flight information using the yellow SWIM TI Profile: - Validate flight plan and routes - Flight plans, 4D trajectory, flight performance data, flight status - Flights lists and detailed flight data - Flight update message related (departure information) Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material. System requirements - ATC systems shall make use of the flight information exchange services So two kinds of flight information exchange has to be considered: 1. The first one is dealing with Flight Object (Share Flight Object and various operations on a flight object) between ACC and TMA (identified in the Appendix of the PCP) and M supported by the blue profile. 2. The second is dealing with various exchanges of Flight Information between operational stakeholders supported by the yellow profile. The list of SWIM services developed by M already available in operations that are in scope of this second kind of Flight information is the following: - Validate flight plans and routes 158

159 Flight plan validation Route generation - Flight plans, 4D trajectory, flight performance data, flight status Flight plan filing and management: create, update, cancel, delay, departure, arrival, status request Retrieve flight lists by AO, AD, PT, AS, TV, AZ Retrieve flight details This projects family aims at implementing the exchange of Flight information in a SWIM framework. The civil systems shall be upgraded or implemented to support the Flights Information exchange in compliance with the yellow / blue SWIM TI Profiles, either through the Public Internet or over PES. PES shall be used for Flight Object Information using blue Profile. The different communications paradigms of these profiles shall be adapted for supporting the different levels of technical compliance of the civil stakeholders. The Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material as SDD (Service Design Document), when adopted as standards by the relevant bodies (SWIM Governance Bodies with the support of ESOs, as EUROCAE). The civil Stakeholders systems shall be adapted to support simultaneously the legacy messaging exchanges and the yellow / blue SWIM profiles information exchange, allowing a smooth migration of the stakeholders to SWIM. Security and availability shall be upgraded to support the strong dependencies caused by the system to system interactions. Stakeholder security shall be improved by conducting a risk assessment and by establishing security monitoring and management tools and procedures. Particular needs from the military must be considered, especially where for operational security reasons the information cannot and will not be shared. AF5 (initial SWIM) is limited to Ground-Ground Information Exchanges. Otherwise, according the PCP (AF5 and AF6) only down-linked trajectory information (not MET and not Aeronautical) from airborne has to be exchanged on ground between some ACCs, some TMAs and M. AF6 stipulates that: - "Equipped aircraft shall down-link trajectory information using ADS-C Extended projected Profile (EPP)" - "FDP and M systems shall make use of downlink trajectories". Initial Operational Capability one is specified on how the down-link trajectory information shall be made available on ground for SWIM. A prerequisite joint AF5/AF6 architecture work is necessary to solve such an issue. Before 2014 for other Flight Information 01/01/2018 for Flight Object 159

160 Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal 01/01/2025 ATM Master Plan Level 2 (Dataset 14):IS-0901-A; CM-0201-A ATM Master Plan Level 3 (Edition 2015): one For interoperability with M: M B2B technical documentation Civil and military ASPs and M for FO All operational stakeholders and M for other Flight info Commission Implementing Regulation (EU) o 716/2014 The implementation of the Flight Object distribution and consumption shall be synchronized and coordinated at least by big area like FAB or neighbouring ASPs. To implement Flight Object only in one ASP has a limited interest. It could be relevant that a cluster of ASPs presents IP to implement FO in their Airspace, especially synchronized with e.g. Free Route implementation. For the other Flight information the coordination could be performed by the M Commission Implementing Regulation (EU) o 716/2014 one one Interdependencies with families 5.1.1/5.1.2 (PES), (Common Components), (Stakeholder IP network) and (Blue and Yellow Profile). SWIM services related to FO enable flight data processing systems to flight data processing systems exchange of down-linked trajectory information between ATS units required by Initial Trajectory Information Sharing functionality referred in AF6. Interdependencies with AF3 and AF4. Medium for FO High for other Flight Information Stakeholders are expected to submit IPs for the exchange of flight information via the SWIM Yellow Profile, either proposals that include the use of the M B2B Flight Services or proposals for the provision of services in this domain. It could be relevant that a cluster of ASPs, a FAB or neighbouring ASPs, present Implementing Projects to implement FO in their Airspace especially synchronized with Free Route implementation. 160

161 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. H Upgrade / Implement Flight Information Exchange System/Service CEF Call 2014 Awarded Projects Identified GAPs 067AF5 Austria Bulgaria Belgium Croatia Cyprus Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 3.6 AF #6 Initial Trajectory Information Sharing The following chart highlights all Families and Implementation projects (identified by their Reference umber) related to the AF #6, divided in sub-afs. 161

162 AF6 Initial trajectory information sharing S-AF 6.1 Initial Trajectory Information Sharing Family FDP Upgrade in preparation of integration of aircraft flight data prediction Family Air Ground Data Link deployment for A/G Communication Family Air Ground Communication Service Upgrade Family Aircraft Equipage in preparation of exchange of aircraft flight data prediction o project related to this ATM Functionality has been awarded in CEF Transport Call

163 Family FDP upgrade in preparation of integration of aircraft flight data prediction Designator ame Main Sub-AF Description and Scope FDP upgrade in preparation of integration of aircraft flight data prediction S AF 6.1 Initial trajectory information sharing Adapt FDP to process the air derived flight data provided through ADS-C EPP service. This includes potential interface with the datalink system (to access to the aircraft flight data) and the adaptation of the Trajectory Prediction sub system to integrate such additional information. The following are main system improvements for ground FDP systems: Inclusion of aircraft FMS 4D trajectory within FDP Trajectory exchange shall be done via Flight Object exchange HMI in CWP must also be adjusted accordingly. Front end processor for ADS-C contracts management (demand/event/periodic.) M system need also to be upgraded to process EPP The validation of trajectory information sharing is ongoing and not considered as mature, specifically concerning the implementation of ADS-C EPP in Continental Europe. Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Industry Standards 01/01/ /01/2025 ATM Master Plan Level 2 (Dataset 14):IS-0303-A ATM Master Plan Level 3 (Edition 2015): one SP SO 5.1, SO 5.5 and SO 8.3 M, Civil ASPs, military ASP when relevant EU The integration of such functionality within FDP as proposed must be considered as an opportunity (associated with the FDP evolution strategies of the ASPs) rather than a synchronised objective because it remains a preparatory activity. Should be synchronised with procedural changes for ATC- operations. Commission Implementing Regulation (EU) o 716/2014 one 163

164 Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal one Availability of a data link capability covered by is a prerequisite for AF6 including both AT B1 (required through DLS IR) and the subsequent AT B2. Interdependencies with AF5, AF3 and AF4. Low Considering the current status of development work, for CEF call 2015, IP proposals should only be focused on concept/feasibility study items. 164

165 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. L FDP upgrade in preparation of integration of aircraft flight data prediction CEF Call 2014 Awarded Projects Identified GAPs Austria Belgium Bulgaria Cyprus Croatia Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom etwork Manager H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 165

166 Family Air Ground Data Link deployment for Air & Ground Communication Designator ame Main Sub-AF Initial Air Ground Data Link network deployment for Air & Ground Communication S AF 6.1 Initial Trajectory Information Sharing Air Ground Data Link capability according to Commission Regulation (EC) o 29/2009 on data link services is an essential prerequisite for Initial Trajectory Information Sharing This regulation has been updated by Commission Implementing Regulation (EU) o 310/2015. Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements This Family encompass: Aircraft equipage (civil, military in a voluntary basis) ATM systems upgrade (front end processor, FDP and HMI) VDL mode2 for Air Ground communication (task for CSP (Communication Service Providers) ATC and AUs procedures ATCO and pilot training One possible solution studied by SJU is VDL mode 2 implementation based on multi-frequency. It will be possible to submit projects under this family provided that they will demonstrate consistency with solutions to be recommended by SJU. Before 2014 According to Commission Implementing Regulation (EU) o 310/2015: Ground: 5 February 2018 (airspace of all EU countries above FL285) Aircraft: 5 February 2020 (but not for exempted aircrafts) ATM Master Plan Level 2 (Dataset 14): AUO-0301 (baseline) ATM Master Plan Level 3 (Edition 2015): ITY-AGDL SP: SO 8.3 IDP: AA4 Civil AU, ASP, military AU/ASP when relevant EU Synchronisation between ASP and AUs Commission Regulation (EC) o 29/2009 Commission Implementing Regulation (EU) o 310/

167 Commission Implementing Regulation (EU) o 716/2014 Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Standard on DL AT B2 (ICAO/ESO/EUROCAE) ED-120 (EUROCAE) Commission 2012/C 168/03 - Community Specification on DL (ETSI-E V1.2.1) Prerequisite for initial trajectory sharing Medium ota Bene: A specific study is conducted by SESAR JU to confirm the capability of the foreseen technology. Results are awaited for mid The conclusion of this study could lead to another modification of the regulation. 167

168 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. M AGDL deployment for A/G communications CEF Call 2014 Awarded Projects Identified GAPs Austria Bulgaria Croatia Cyprus Czech Republic Denmark Estonia Finland France Greece Hungary Ireland Italy Latvia Lithuania Malta Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom Airspace Users Computer Flight Planning Systems H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 168

169 Family Air Ground Communication Service Upgrade Designator ame Main Sub-AF Air Ground communication service upgrade S AF 6.1 Initial trajectory information sharing Description and Scope Initial Operational Capability Full Operational Capability References and guidance material Concerned stakeholders Geographical applicability Air Ground communication service need to be upgraded to allow an increased capacity for new foreseen exchanges. It is foreseen that the implementation of the exchange of complete trajectory will need an increased capacity of the A/G communication not affordable without an upgrade of the A/G communication service. The way this has to be done need to be carefully studied and the related validation activities need to be completed by the SESAR Joint Undertaking prior to any implementation. 01/01/ /01/2025 ATM Master Plan Level 2 (Dataset 14): IS-0303-A ATM Master Plan Level 3 (Edition 2015): one SP: SO 8.3 and SO 8.4 ASPs EU Synchronization Prerequisite for Regulatory Requirements Industry Standards Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal Commission Implementing Regulation (EU) o 716/2014 Standard on DL AT B2 (ICAO/ESO/EUROCAE) one Availability of a data link capability covered by is a prerequisite for AF6 including both AT B1 (required through DLSIR) and the subsequent AT B2. Low Considering the current status of development work, for CEF call 2015, IP proposals should only be focused on concept/feasibility study items. 169

170 The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. L Air Ground Communication Service upgrade CEF Call 2014 Awarded Projects Identified GAPs Austria Belgium Bulgaria Cyprus Croatia Czech Republic Denmark Estonia Finland Germany France Greece Hungary Ireland Italy Latvia Lithuania Luxembourg Malta etherlands MUAC Poland Portugal Romania Slovak Republic Slovenia Spain Sweden United Kingdom H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 170

171 Family Aircraft Equipage in preparation of exchange of aircraft flight data prediction Designator ame Main Sub-AF Description and Scope Aircraft Equipage in preparation of exchange of aircraft flight data prediction S AF 6.1 Initial trajectory information sharing Aircraft Systems shall be able to down-link FMS 4D Trajectory information using the ADS-C Extended Project Profile (EPP) as part of AT B2 services including CPDLC. Airborne System needs to be updated for: ADS-C standard for Continental Europe implementation Aircraft equipage Procedure and training The validation of trajectory information sharing is ongoing and not considered as mature, specifically concerning the implementation of ADS-C EPP in Continental Europe and because we need to ensure timely industrialisation of AT B2 ADS-C and CPDLC onboard equipment. Initial Operational Capability Full Operational Capability 01/01/ /01/2026 ATM Master Plan Level 2 (Dataset 14):IS-0303-A References and guidance material ATM Master Plan Level 3 (Edition 2015): one Information derived from on-board FMS and CPDLC information will be transferred over A/G datalink to ATC systems on ground ICAO Doc 9880, Doc 9776, ICAO GOLD and PAS/ATM Concerned stakeholders Geographical applicability Synchronization Regulatory Requirements Civil /military AUs when relevant EU The synchronisation between ground and airborne system is needed to have any benefit. Commission Implementing Regulation (EU) o 716/2014 Update of ED75 to support initial 4D navigation capabilities as part of the package with EPP (ED-75D) Industry Standards Update standards on CPDLC to support implementation of full trajectory exchange service including CPDLC elements in support of ED-230, 231, 232, 233 (ADS-C EPP) Actual standard for ADS-C in FAS is not convenient for ADS C- EPP in Continental Europe 171

172 Means of compliance and Certification or community specifications Interdependencies Relevance for CEF Transport and Cohesion Fund Calls for Proposals 2015 Recommendation for the IPs proposal one Availability of a data link capability covered by is a prerequisite for AF6 including both AT B1 (required through DLS IR) and the subsequent AT B2. Low, taking into account the readiness for deployment as the sequencing of this family indicates 2020 as IOC date. Pending completion of related validation exercises by the SESAR Joint Undertaking, SDM recommends that any proposals under this family in the framework of the CEF call 2015 should remained focus on implementation preparation (e.g. operational concept). The following chart reports the list of all implementation priorities towards the timely implementation of the Pilot Common Project, including both awarded projects during 2014 CEF Transport Call and, if any, the results of the Gap Analysis. L Aircraft Equipage in preparation of exchange of aircraft flight data prediction CEF Call 2014 Awarded Projects Identified GAPs Airspace Users Aircraft Capabilities H High readiness Family IEA Call 2014 Awarded Projects Gaps to be addressed in CEF Call for Proposals M Medium readiness Family Identified Gaps Gaps to be addressed in the Specific call for Cohesion funds L Low readiness Family High Importance for etwork Performance Improvement 172

173 4. Performance view The PCP has been adopted by the Commission after positive opinion of the EU Member States and endorsement by the operational stakeholders on the basis of a high level Cost Benefit Analysis (CBA) that demonstrated an overall benefit 6. With this CBA as justification, there was the commitment of the EC to facilitate PCP deployment by EU public funding through the Connecting Europe Facility (CEF) financial instrument in the period In line with SDM s performance policy laid down at section 2.2 above, the performance view of SDM s Deployment Programme aims at planning and monitoring the implementation of the PCP against the boundaries of the high level CBA that has triggered its adoption in In order to meet this objective, the performance view chapter includes: An overview of SDM s role within the SES performance framework; An overview of the performance assessment and CBA methodology that SDM will apply in support to its performance policy and how it builds on and connect with the methodologies used by other SES and SESAR bodies involved into performance; An overview of the funding and financing mechanisms that could be activated to facilitate timely PCP implementation by the operational stakeholders and further optimise PCP s benefits; Some initial findings, mainly derived from the costs and expected benefits drawn from the implementation projects awarded as a result from the CEF call 2014; and A vision of how SDM s performance view will be enriched and consolidated through the subsequent versions of the DP. 4.1 SDM in the SES performance framework The SDM has been established by the European Commission as another SES instrument to ensure timely, synchronised and coordinated implementation of SESAR through a series of Common Projects. As such, SDM s performance view shall comply with SES overall performance framework, use common indicators and methodologies with other SES bodies dealing with performance and build on their expertise and early results. The Single European Sky (SES) initiative aims to achieve more sustainable and performing aviation in Europe. The SES High level Goals are political targets set by the European Commission in The purpose of these High-level Goals is to set the optimal ATM performance levels to be reached in the European Air Traffic Management (ATM) network and to drive efforts to achieve them. The four High-level Goals to be achieved by 2020 and beyond are to: Enable a 3-fold increase in ATM capacity which will also reduce delays both on the ground and in the air; Improve safety by a factor of 10; Enable a 10 % reduction in the effects flights have on the environment; and Provide ATM services at a unit cost, to the airspace users, which is at least 50% less. 6 PCP s global cost benefit analysis is available at 173

174 Since implementation as from 1 January 2012 of the performance scheme, the EU has been operating a formal and explicit performance-driven approach, which includes performance indicators fit for setting binding regulatory targets on specific stakeholders accountable for delivering measurable performance outcomes. Through a succession of Reference Periods ( , , ) the performance scheme drives and monitors the final achievement of SES High-level Goals. SESAR deployment shall fit within this performance scheme: investments, benefits and performance gains drawn from SESAR deployment shall support the achievement of the specific targets of the active Reference Period. SDM will cooperate with the Performance Review Body (PRB) to ensure this compliance. Another key player in the SES performance framework is the etwork Manager (M). Since 2011, with a specific network perspective, the M has been forecasting, planning, monitoring and reporting to help deliver the performance targets of the Single European Sky. Since its establishment in December 2014, SDM has been closely cooperating with M with the objective to build on M s wide experience, tools and findings. As an early result of this cooperation, the project view of the DP already flags the gaps in PCP implementation which are the most critical to network performance with a specific label. Pursuing in this direction, the performance assessment and CBA methodology introduced in the following paragraph and detailed in the annex D to the DP is closely interrelated with M s tools and activities in the field of performance. Finally, the Global Cost-Benefit Analysis that SJU has delivered back to 2013 in support to PCP s adoption sets the overall frame for SDM s action in the field of performance. With regards to the PCP CBA, SDM shall pursue several objectives: 1) Monitoring that CBA s boundaries are met: Taking advantage of more refined costs through implementation projects submissions and more robust expected benefits through recent SJU s validation campaigns and upcoming Large Scale Demonstrations, SDM shall monitor that PCP is implemented within the boundaries of the CBA and that, in particular, the ranges assumed in the CBA for the 5 sensitivity drivers are met 7. 2) Addressing with high priority the potentially critical situation hidden behind the overall positive result of the CBA: whilst the CBA demonstrates an overall benefit of 2,4 billion (et Present Value) over the period , it highlights some critical issues on which SDM shall be pro-active, such as: AF5 and AF6 where CBA at AF level is negative; AF1, AF2, AF3, AF6 where the category of operational stakeholders that invests the most is not the category drawing the more benefits (asymmetric return on investment); Considering that PCP s CBA has been developed without taking into account the positive impact of any EU funding or financing mechanism, SDM shall play a key role in assessing EU grants impact and targeting other EU financing mechanisms to 7 Air Traffic Growth, Fuel and CO2 savings, Delay Cost Savings, PCP investments costs ground and airborne 174

175 adequately address those critical issues, ensuring that it is the whole PCP that will be rolled out timely and not only the easy parts. 3) Gathering updated costs and benefits data in relation with PCP implementation that would be used to update PCP s CBA if EC decides a review of the PCP. The 3 objectives above require close cooperation with SJU as well as re-use by SDM of key financial assumptions and methodology that have been used by SJU when developing PCP s CBA. 4.2 Performance assessment and CBA methodology s overview SDM s performance assessment and CBA methodology is the cornerstone of SDM s performance policy. It bridges between technological investments required to achieve new ATM functionalities required through the PCP Regulation and ATM performance improvement. It contributes to ensure that all benefits expected from the whole PCP implementation will materialise whilst not exceeding the estimated cost. It is an essential tool in monitoring PCP implementation, assessing and monitoring cost and benefits of implementation projects submitted by operational stakeholders but also assessing the impact of missing implementation projects, i.e. implementation projects not submitted timely and identifying solutions to recover such situations and get the whole PCP implemented. The performance assessment and CBA methodology describes the different steps taken to set the baseline against which performance will then be monitored during DP execution. Detailed methodology is annexed to the DP as Annex D. In particular, the performance assessment and CBA methodology assumes that co-funding is awarded by IEA and reflected by the operational stakeholders in their investment plans in accordance with relevant regulations, in particular the Regulation (EU) on CEF (o 1316/2013), and the Commission Implementing Regulations on the Charging Scheme (o 391/2013) and on the Performance Scheme (o 390/2013) General principles SDM s performance assessment and CBA methodology shall: Be extrapolated from and compatible with the methodology used by SJU to develop the CBA of the PCP and by PRB to assess degree of achievement of the SES high-level goals; Build on and connect with best practices and existing tools by other SES stakeholders involved in ATM performance s improvement planning and monitoring; Take advantage of thinner granularity through DP s project view, together with more refined costs provided by operational stakeholders and manufacturing industry through CEF calls and more robust expected benefits through SJU s validation campaign and large scale demonstrations to better assess and monitor implementation projects contribution to achieving SES High-level Goals; Be transparent to and share results with operational stakeholders and other SES and SESAR stakeholders including the Military Coordination; 175

176 Be flexible enough to evolve in time to better ensure performance driven deployment of SESAR. SDM s performance assessment and CBA methodology should run at 2 levels: The global CBA level, providing views per AF and per category of stakeholders. This level shall be comparable with PCP s CBA by the SJU which constitutes the overarching reference. This level shall highlight the positive impact of funding and financing mechanisms which were not considered in the PCP s CBA by the SJU and how these mechanisms mitigate the potentially critical situations behind the overall positive CBA of the PCP; The projects level. This new and essential level of analysis is enabled by the PCP s projects view laid down in the DP. This level of analysis may require to group several interrelated projects into the same thread and perform the analysis at thread level. SDM s performance assessment and CBA methodology relies on close cooperation, in particular with M, SJU and PRB Candidate Implementation Projects: setting the targets Performance analysis is prepared at implementation project or thread of implementation projects level as part of clusters (of projects) definition and before their submission to IEA. At this early stage, the objective is to evaluate, with the implementing partners, the key performance related parameters of the projects: declared costs, expected benefits ( targets meaning expected benefits and declared costs in the title), stand-alone or part of a thread, risks (margins of errors, interdependencies with other projects). This phase is supported by a specific performance grid that the operational stakeholders will be required to fulfil when forwarding a candidate project to SDM. Once stabilised for each project or thread of projects, those targets will constitute the reference against which projects or threads of projects will be monitored until completed. Performance analysis at projects level feed the global level. This is why harmonisation in between projects and threads of projects is important: it enables aggregation of information as required to update the global level regarding the expected impact of any new wave of projects submitted as a result from an IEA call. Global level analysis shall also assess the impact of missing projects that could trigger performance gaps and help to define mitigation actions to recover such situation through future calls. By construction of the DP, any candidate implementation project that could demonstrate relevance to at least one family of projects in the DP is de facto required to achieve full PCP implementation. SDM s performance analysis preparation remains without prejudice to access to co-funding Awarded Implementation Projects: monitoring the targets Once Implementation Projects are awarded by IEA and kicked-off under SDM s coordination as a result of a CEF call, SDM shall monitor that projects are being executed in such a way that agreed performance targets for those projects or threads of projects remain 176

177 within reach: costs are contained within initial envelop and expected contributions to performance are maintained in time. In the case where monitoring would reveal that a project or a threads of projects drifts from its initially agreed targets to the extent that it becomes useless or even detrimental to PCP s overall CBA, SDM would issue recommendations to EC and IEA to recover the situation after due consultation with the relevant implementing partners. As a last resort, suspension or cancellation of the project or a threads of projects could be recommended by SDM, including potential revision of the PCP Completed Implementation Projects: the final check During projects or threads of projects execution, SDM can only monitor that everything is on track so that initially agreed targets remain reachable by projects or threads completion. This is the monitoring. After projects or threads of projects completion, SDM intends to perform a final check to close the loop both in terms of investments and contribution to performance. Close cooperation with PRB will be essential in performing this final check and drawing relevant conclusions. This part of the methodology is not yet defined. It will be one of the main topics for stakeholders consultation when developing the next version of the DP. 4.3 Funding and financing mechanisms One of the key challenge to meet in order to get PCP fully implemented is to align time wise and volume wise PCP investment requirements with operational stakeholders investment capacity. EU funding and financing mechanisms shall facilitate this alignment. PCP investment requirements profile has started to be defined by SDM based on early inputs from the CEF call 2014, SJU s CBA and latest updated regarding readiness for implementation of PCP s enablers. It will be further developed and consulted as part of the next issue of the DP to be delivered in June Average operational stakeholders investment capacity is known but shall be refined in the context of PCP s implementation and in compliance with RP2 s performance targets. EU funding and financing mechanisms are not at the same stage of development: whilst funding mechanisms through Connecting Europe Facility (CEF) and Cohesion Fund are well defined with an overall envelop in the range of 2 to 2,2 billion of grants, financial mechanisms remains mostly to be defined and implemented with an overall envelop in the range of 500 million Connecting Europe Facility With an envelope of about 1,5 to 1,7 billion over the timeframe, CEF is the main source of EU funding to facilitate timely PCP implementation. As such, the frequency of the CEF Transport Calls for Proposals by IEA sets the frequency for SDM to update the DP and set optimum technical and operational sequence for the upcoming calls in the light of what has already been awarded, what remains to be implemented, what s ready for implementation by the date of the call and, finally, budget envelope. 177

178 Grants effect, other than providing funds to sustain the deployment actions decreasing the request of external finance, have the positive effect to stabilize the context and allow Implementing Partner s management to take decisions with less variables in capital expenditures planning. CEF co-funding rates are up to 50% for ground based investments and up to 20% for airborne investments. It is therefore important for the deployment strategy to consider the timing and amounts of grants of the different CEF Calls. A first call under CEF has been launched in September 2014 (CEF call 2014) and closed early March PCP related implementation projects have been submitted through five proposals representing a total investment of 850 million requiring 409 million of cofunding. After EC s evaluation and award decision, 85 projects have been selected for a total co-funding of 325 million 8. For the next calls, the latest information obtained from EC is that the CEF Call 2015 will be launched in ovember 2015, closing in April Expected envelope of co-funding for the CEF call 2015 would be in the range of 700 million 9. Selected projects would be awarded in September Contrary to the CEF call 2014 that has been launched prior to SDM s selection and DP approval, the CEF call 2015 will be the first call launched on the basis of a DP (this version) approved by EC, therefore with a true steering effect on the projects to be submitted. At least another CEF call is planned by ovember 2016 closing April 2017 and with awarding projects in September As part of its initial risks analysis, SDM has already drawn EC s attention to the need to plan for other calls beyond end 2016 in order to better align with PCP investment profile. Indeed, SJU s validation planning and standardisation roadmap already show that not all families of projects in the PCP will be ready for implementation by end 2016, therefore requiring later calls in 2017 and 2018 to ensure smooth PCP implementation Cohesion fund The Cohesion Fund is part of the EU Regional Policy framework. The Cohesion Fund is aimed at the EU Member States whose Gross ational Income (GI) per inhabitant is less than 90 % of the EU average 10. It aims to reduce economic and social disparities and to promote sustainable development. An envelope of about 500 million is available through the Cohesion Fund in addition to the 1,5 to 1,7 billion available through CEF. This envelope would be made available through a single call that would be launched in parallel to the CEF call The advantage compared to CEF is the co-funding rate that could rise up to 85% regardless whether it is ground or 8 Final update of the figures in this paragraph to be performed by the end of SGA s preparation (still on-going by the time of drafting) 9 To be updated as required by the time of finalising DP For the period, the Cohesion Fund concerns 15 Member States: Bulgaria, Croatia, Cyprus, the Czech Republic, Estonia, Greece, Hungary, Latvia, Lithuania, Malta, Poland, Portugal, Romania, Slovakia and Slovenia. 178

179 airborne investment, making the opportunity more appealing compared to the CEF, especially for the airspace users registered in the Cohesion States. Preliminary discussions with implementing partners and the EC identified however that financial resources of the Cohesion Fund envelope earmarked for eligible Member States had generally been decided by relevant national authorities well before the dates of the calls. This was in line with priorities identified in the official guidelines and at national level. Up to now, it seems that most of Cohesion States are not considering the Air Traffic Management as a priority. If not corrected through adequate and coordinated lobbying by the SDM and the operational stakeholders from Cohesion States who are required to invest into PCP implementation before end 2015, this could lead to the loss of up to 500 million of co-funding in support to PCP implementation. evertheless, a number of considerations also apply: Even recognizing that emphasis has been given to the road and railway investments in the current Cohesion Funds envelope, this does not automatically exclude ATM investments from eligibility for funding from the Cohesion Fund call(s). Accordingly, where some Cohesion Fund budget could be considered to be reallocated, it would be worth to get profit of it and swap up ATM in the priorities list. This would show interest from the cohesion States and might trigger some further consideration on EC side; It is on eligible member States convenience to show interest and demonstrate willingness to invest in this sector to their own Governments. There might be the opportunity to use unallocated budget for the next calls or to have a new priority in highlighting ATM. Member States might then consider this investment area for the new calls and prepare accordingly. SDM will keep monitoring the timelines EC will set for Cohesion funds as well as openness from the EC to expand next Cohesion calls toward aviation and ATM especially. In the meanwhile the Cohesion Fund opportunity is recommended to be further assessed and considered European Investment Bank (EIB) involvement On the basis of the positive PCP CBA and successful initial discussions, the SDM has started to involve the EIB as an additional PCP implementation financing channel. The European Investment Bank (EIB) shown willingness to support the deployment phase of SESAR (and the implementation of SES in more general terms) by offering a range of financial products that could include EIB/EC risk-sharing instruments. The Bank offers attractive interest-rates by passing on the benefits of its AAA funding rates and can lend large amounts with long loan maturities and long grace periods. It has been also anticipated that the Bank s appraisal process could be streamlined to afford time efficient loan approvals. 4.4 Initial findings This section provides an initial and qualitative assessment of the awarded projects within the CEF Transport Call

180 Based on the input from the Implementation Project Managers of the 2014 CEF Call for Proposals, SDM has reviewed the assessments of a sample of Implementation Projects. This initial performance assessment is qualitative, without prejudice to the future quantitative assessment required by the performance assessment and CBA methodology. Also the guidelines for the assessment have been refined to better capture the essential inputs that a project manager shall provide to SDM for CBA purpose. The main results from the qualitative assessment of the awarded projects are as follows: 94% of the projects are qualified as having a positive (29%) or strong positive impact (65%) on one of the SES Key Performance Areas (Safety, Capacity, Flight Efficiency, Cost Efficiency). 41% of the projects are qualified as having a strong positive impact on Cost Efficiency, and 84% of those are addressing ATCO productivity. 40% of the projects are qualified as having a strong positive impact on Safety, 79% of those are addressing Airport (ground and runway). 28% of the projects are qualified as having a strong positive impact on Flight Efficiency, 65% of those are addressing Airport/Ground. 20% of the projects are qualified as having a strong positive impact on Capacity, 76% of those are addressing Airport (ground and runway). 8% of the projects are qualified as interdependent to other projects (either prerequisites or other kind of interdependency). When analysing these figures, consideration should be given to the proportion of the projects in each functionality, approximately 46% being AF2, 19% AF5, 14% AF1, 14% AF3, and then 6% AF4 and 0% AF6. Only a more quantitative assessment of the strong positive impact can give a better understanding of the global performance expected from the first wave of projects to implement the PCP. This will be done using the performance assessment and CBA methodology described at annex D to the DP and will be an input for the Performance View in the next issue of the DP to be delivered in June ext steps ext steps are for the next issue of the DP to be delivered in June 2016 even if most of them are or will soon be engaged: Application of the performance assessment and CBA methodology to the whole set of projects selected as a result from the CEF call 2014 ; Initialisation of the performance assessment and CBA methodology to the projects to be submitted as a result from the CEF call 2015 and the Cohesion Fund call 2015 (before award only); Refinement of performance assessment and CBA methodology in the light of a) first lessons learnt from early application on projects from calls 2014 and 2015; b) interactions with PRB, SJU and M when applying the methodology; Extension of performance assessment and CBA methodology to also address the final check; Verification of compliance with PCP s global CBA; 180

181 Gathering of data that could be used to update the global CBA of the PCP in conjunction with a PCP review when decided by EC. Results from the above actions being reported through the performance view in the next issue of the DP to be delivered in June 2016, they will be subject to stakeholders consultation. 181

182 5. Monitoring view An effective and efficient monitoring of the Implementation projects, submitted and selected within the frame of 2014 CEF Transport Call and upcoming Calls is pivotal to ensure a timely implementation of the Deployment Programme. Indeed, only a structured monitoring process will enable the achievement of the expected performance benefits at Programme level, taking into account the interdependencies among projects, as well as the prompt identification of major risks which might impact the Programme, together with the most suitable mitigation actions. In particular, the SDM aims at monitoring the progress of the Implementation Projects in order to have a clear and timely understanding of the overall progress at Deployment Programme level. Also taking into account the tight timeframe in which DP 2015 has been developed, the following Chapter embraces both a preliminary overview of the current status of implementation of the Pilot Common Project throughout Europe (featuring within Section 5.1 the results of the current gap analysis and the outcomes of the monitoring activities of the IDP Activity Areas and/or Work Packages addressing PCP prerequisites and facilitators), as well as the presentation of the overall SDM synchronisation and monitoring approach, which is currently being implemented (described in section 5.2). 5.1 PCP current status of implementation DP 2015 aims at identifying through the aforementioned of gaps all implementation activities that still need to be undertaken in order to achieve the full PCP implementation. Such exercise has been performed with the twofold objective to support ATM stakeholders in the identification of implementation areas to be tackled by their investments and to avoid significant gaps in the Programme s implementation, thus supporting performances expectation. The elaboration of such a comprehensive picture of the overall current PCP deployment status is based on two main aspects: DP 2015 Gap analysis: such analysis has been by SDM in strict cooperation with the operational stakeholders and with the support of the etwork Manager, in order to identify, per each Family, those implementation initiatives still needed towards the full PCP implementation; IDP Execution Progress Report (IEPR) Recommendations and Status Update: the monitoring of the IDP Activity Areas and/or Work Packages addressing PCP prerequisites and facilitators has been performed by the SDM with the full consideration of the recommendations included in the IEPR released in February 2015; Both streams have been addressed consulting to the maximum extent possible the interested operational stakeholder: such involvement has been sought with the aim to provide an up-to-date implementation status of the Programme by either confirming the results of such preliminary analysis or, in case of existing planned activities, to modify it accordingly. 182

183 5.1.1 DP 2015 Gap Analysis Deployment Programme 2015 The gap analysis initialized in DP v1 has been significantly enhanced through a further direct involvement of all relevant operational stakeholders: the analysis, building on the inputs provided by Airspace Users, ASPs and airport operators through ad-hoc templates and surveys developed by SDM, now aims at detailing the nature of the gap identified. In particular, with regard to the ground stakeholders, nine categories of implementation status have been identified, plus a tenth one in case no information is available. For each family, a graphical representation of this information is provided in the following pages, associating to each implementation status a specific color. Family's scope already fully implemented (not a gap); Submitted project(s) for which CEF financing has already been requested; its/their realisation will ensure the full family's implementation coverage (not a gap) Submitted project(s) for which CEF financing has already been requested, although the full family's implementation will not be covered; Implementation planned but for which co-financing through CEF Calls have not been requested and/or not awarded; Implementation in progress but for which co-financing through CEF Calls have not been requested and/or not awarded; Partial coverage in terms of scope (not all the necessary functionalities have been implemented; Partial coverage in terms of involved Stakeholders Complete lack of any implementation initiative ot Applicable (not a gap) o information available Specifically, for AF 1 and AF 2, the 25 airports included in the Pilot Common Project, related feeding TMAs and en-route sectors, are indicated, whilst for other AFs the relevant EU countries are mentioned. It is also worth noting that the implementation initiatives critical to the improvement of the performance at network level, identified by the etwork Manager in the latest version of the European etwork Operations Plan ( ) released in March 2015, have been also labelled with a blue symbol. It is worth noting that the current snapshot of ground gaps included in the Programme is the result of the integration of feedbacks gathered from the ASPs and from the Airport operators perspective, aiming at providing a common overview of which implementation activities are still to be performed on ground side. Detailed feedback received from both stakeholders categories will however be taken in the upmost consideration during the elaboration of future versions of the Programme, potentially leading to a further expansion and development of the monitoring view. With regard to the Airspace Users (AUs), the gap analysis has been performed through a survey in cooperation with the airspace user associations, targeting those families impacting the AUs. In order to identify where further projects would be needed in order to deliver the 183

184 PCP and to address the needs of the Airspace Users community, two questionnaires have been developed, one on PCP-related flight planning capabilities, the other one on aircraft capabilities and airspace user s readiness to make use of avionic functionalities on their aircraft and their operational readiness (Operational Approval / Flight Crew Trained). This network-centric approach, due the nature of the AU stakeholders, complemented the gap analysis of the ground stakeholders - focused on the geographical scope of each ASPs and airport. For those families whose full deployment will require additional implementation activities from the Airspace Users, a specific text is added to the charts. It is worth noting that the gap analysis represents a living picture of the actual status of SESAR implementation thus, as such, to be constantly kept updated through SDM synchronization and monitoring of the Programme. 184

185 AF 1 Extended Arrival Management and Performance Based avigation in the High Density TMAs Basic AMA Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned ((no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport AMA Upgrade to include Extended Horizon Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB MA ST GAT CPH AMS DUS BER Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) LHR ORY BRU CDG FRA MUC ZRH MXP VIE Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport B Feeding TMA and en-route sectors for the 25 airports shall be considered 185

186 1.2.1 RP Approaches with vertical guidance Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available FCO CE MAD BC PMI.B. o information available for Istanbul Ataturk Airport Initiatives critical for etwork performance improvement Airspace Users needing enhancements of their aircraft capabilities (with regard to RP1, RP APCH LAV, RP APCH LAV / VAV with APV, RP AR, LPV EGOS (SBAS) and GLS (GBAS)) have to be considered as part of the list of gaps Geographic Database for Procedure Design Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available FCO CE MAD BC PMI.B. o information available for Istanbul Ataturk Airport Initiatives critical for etwork performance improvement Airspace Users needing enhancements of their aircraft capabilities (with regard to RP1, RP APCH LAV, RP APCH LAV / VAV with APV, RP AR and RF legs) have to be considered as part of the list of gaps 186

187 1.2.3 RP 1 operations in high density TMAs (ground capabilities) Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport B Feeding TMA sectors for the 25 airports shall be considered RP 1 operations in high density TMAs (aircraft capabilities) Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB MA ST GAT CPH AMS DUS BER Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) LHR ORY BRU CDG FRA MUC ZRH MXP VIE Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI Airspace Users needing enhancements of their aircraft capabilities (with regard to RP1, RP APCH LAV, RP APCH LAV / VAV with APV, RP AR and RF legs) have to be considered as part of the list of gaps B Feeding TMA sectors for the 25 airports shall be considered 187

188 1.2.5 Implement Advanced RP routes below Flight Level 310 Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD BC PMI CE FCO Initiatives critical for etwork performance improvement Airspace Users needing enhancements of their aircraft capabilities (with regard to RP1 and RF legs ) have to be considered as part of the list of gaps.b. o information available for Istanbul Ataturk Airport B Feeding TMA and en-route sectors for the 25 airports shall be considered 188

189 AF 2 Airport Integration and Throughput Initial DMA Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport Electronic Flight Strips (EFS) Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport 189

190 2.1.3 A-CDM Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD BC PMI CE FCO Initiatives critical for etwork performance improvement Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps.b. o information available for Istanbul Ataturk Airport Initial Airport Operational Plan (AOP) Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport 190

191 2.2.1 A-SMGCS Level 1 and 2 Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB CPH ST AMS BER MA GAT DUS LHR BRU FRA MUC ORY CDG ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport Time Based Separation (TBS) Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB MA GAT LHR ORY CPH AMS DUS FRA MUC ZRH MXP VIE Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available MAD FCO Initiatives critical for etwork performance improvement.b. o information available for Istanbul Ataturk Airport 191

192 2.4.1 A-SMGCS Routing and Planning Functions Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB MA ST GAT CPH AMS DUS BER Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) LHR ORY BRU CDG FRA MUC ZRH MXP VIE Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport Airport Safety ets associated with A-SMGCS (Level 2) Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB MA ST GAT CPH AMS DUS BER Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) LHR ORY BRU CDG FRA MUC ZRH MXP VIE Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport 192

193 2.5.2 Implement Aircraft and Vehicle Systems contributing to Aircraft Safety ets Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) OSL AR Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) DUB MA ST GAT CPH AMS DUS BER Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) LHR ORY BRU CDG FRA MUC ZRH MXP VIE Complete lack of any implementation initiative ot applicable o information available MAD CE FCO Initiatives critical for etwork performance improvement BC PMI.B. o information available for Istanbul Ataturk Airport 193

194 AF3 Flexible Airspace Management and Free Route (Initial) ASM Tool to support AFUA MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps ASM management of real time data MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps 194

195 3.1.3 Full rolling ASM/ATFCM process and ASM information sharing MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps Management of Dynamic Airspace Configurations MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps 195

196 3.2.1 Upgrade of ATM systems (M, ASPs, AUs) to support Direct Routings (DCT) and Free Route Airspace (FRA) MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps Implement Direct Routings (DCTs) MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps 196

197 3.2.4 Implement Free Route Airspace MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps 197

198 AF4 etwork Collaborative Management STAM Phase 1 MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement STAM Phase 2 MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps 198

199 4.2.2 Interactive Rolling OP MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Interface ATM systems to M systems MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps 199

200 4.2.4 AOP/OP Information Sharing MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Target Time for ATCFM purposes MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Airspace Users needing updates of their Computer Flight Planning Systems have to be considered as part of the list of gaps 200

201 4.3.2 Reconciled Target Times for ATFCM and arrival sequencing MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Traffic Complexity Tool MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap 201

202 AF5 Initial SWIM PES 1 Pan-European etwork Service v.1 MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement Future PES Future Pan-European etwork Service MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap 202

203 5.1.3 Common SWIM Infrastructure Components MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Stakeholders Internet Protocol Compliance MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap 203

204 5.2.2 Stakeholders SWIM Infrastructure Components MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Upgrade / Implement Aeronautical Information Exchange System / Service MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap 204

205 5.4.1 Upgrade / Implement Aeronautical Information Exchange System / Service MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Upgrade / Implement Cooperative etwork Information Exchange System / Service MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap 205

206 5.6.1 Upgrade / Implement Flight Information Exchange System / Service MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap 206

207 AF6 Initial Trajectory Information Sharing FDP Upgrade in preparation of integration of aircraft flight data prediction MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement etwork Manager has to be considered as a gap Air Ground Data Link deployment for A/G Communication MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement Airspace Users needing enhancements of their aircraft capabilities (with regard to CPDLC VDLM2 / AT) have to be considered as part of the list of gaps 207

208 6.1.3 Air Ground Communication Service Upgrade MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement Aircraft Equipage in preparation of exchange of aircraft flight data prediction MUAC Chart Key Family s scope fully implemented Submitted projects (full coverage) Submitted projects (partial coverage) Implementation planned (no CEF funding requested/awarded) Implementation in progress (no CEF funding requested/awarded) Partial coverage in terms of scope (functionalities) Partial coverage (Stakeholders) Complete lack of any implementation initiative ot applicable o information available Initiatives critical for etwork performance improvement Airspace Users needing enhancements of their aircraft capabilities (with regard to CPDLC FAS (ADS-C) have to be considered as part of the list of gaps High-level Conclusions of AU Gap Analysis Surveys 208

209 40 airlines have provided feedback to the SDM (75% from EU/EAA), including all major European hub carriers and point-to-point carriers. With respect to the number of commercial aircraft, number of departures/arrivals and market share, the outcome of this survey reflects a representative snap-shot of the current state-of-play on airspace user side, which will however be constantly kept updated through SDM synchronisation and monitoring of the Programme. Regarding the gap analysis on flight planning capabilities most airlines refer to the need for synchronized implementation of the etwork Manager systems, the ASPs systems and their Computer Flight Planning System Providers (CFSPs) systems. So the involvement of the airspace users to upgrade their flight plan systems capabilities would become a key factor for success. Due to the nature of the airlines, using the whole European airspace, the M system availability for AF4 families and the ASPs readiness throughout the network are key factors. The synchronization task of the SDM towards ASPS, AUs and M will have highest priority in planning, executing and monitoring a harmonized implementation. Regarding the gap analysis on aircraft capabilities and operational readiness, the differences between the percentage of aircraft equipped and the percentage of crews trained and their operational approvals became obvious. Having in mind that crew training is a costly process for the airlines and would be only performed if the approaches / procedures can be actually used in the network wide operational environment. The synchronized implementation of the respective families together with ASPs and airports are key factors for successful implementation again. Airlines crew training should be part of PCP implementation, as well as the required aircraft equipment and avionics deployment. As a general recap, Airspace Users have to be considered as significantly affected by the deployment of the following families: RP Approaches with vertical guidance Geographic database for procedure design RP1 operations in high density TMAs (aircraft capabilities) Implement Advanced RP routes below Flight Level (Initial) ASM tool to support AFUA ASM management of real time data Full rolling ASM/ATFCM process and ASM information sharing Management of Dynamic Airspace Configurations Upgrade of ATM systems (M, ASPs, AUs) to support Direct Routings (DCT) and Free Route Airspace (FRA) Implement Direct Routings (DCTs) Implement Free Route Airspace STAM Phase Interface ATM systems to M systems Target Time for ATCFM purposes Air Ground Data Link deployment for A/G Communication 209

210 5.1.2 IDP Execution Progress Report (IEPR) Recommendations and Status Update IDP Activity Areas (AA) recommendations were taken on board by SDM as follows: Interim Deployment Programme Work Package AA1 Work Package 1.1 AFP automatically generated The related IDSG recommendations have been taken into account and included as part of the description of Family 4.2.3, therefore SDM will continue its monitoring accordingly. The following information was gathered by SDM in cooperation with the etwork Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. Austria Status Update System change fully implemented in Automated AFP messages partly available end (Approved tests by M) Planned update by end 2017, details not yet clear, awaiting M workshop end June 2015 in Brussels. Requirements not fully clear, final implementation 2018 Belgium AFP not deployed, FSA not deployed Bulgaria AFP Deployed but not integrated Croatia AFP Deployed but not integrated; no change depend on COOPAS Platform Cyprus AFP not deployed; Czech Republic AFP Deployed but not integrated Denmark FSA deployed in operational use Automated AFP messages being implemented May 2015 (Approved tests by M) Planned update by end 2017, details not yet clear, awaiting M workshop end June 2015 in Brussels. Requirements not fully clear, and COOPAS/Top Sky might need a Concept update. Study has to be performed for implementation 2020 Estonia Deployed but not integrated; Finland AFP Deployed but not integrated 210

211 France AFP not deployed Deployment Programme 2015 Germany AFP Deployed but not integrated Greece AFP Deployed and fully integrated Hungary AFP Deployed but not integrated Ireland System change fully implemented in 2017 Automated AFP messages partly available end (Approved tests by M) Planned update by end 2017, details not yet clear, awaiting M workshop end June 2015 in Brussels. Requirements not fully clear, final implementation 2018 Italy Full implementation of AFP message in ADEXP format by 30/06/2015 Latvia AFP Deployed but not integrated Lithuania AFP Deployed and fully integrated Luxembourg AFP not deployed Malta AFP deployed but not fully integrated MUAC AFP has been tentatively implemented, but is not yet integrated in the M operational system (target date end 2015) etwork Manager AFP CPR FSA Fully deployed / EFPL and OAT FPL not deployed etherlands AFP Deployed and fully integrated orway AFP Deployed but not integrated Poland CPR, FSA, ACH and APL messages are deployed and used operationally. AFP is implemented in the ATM system but not integrated with M systems - further modifications required by system manufacturer Portugal Deployed and fully integrated; Submitted projects in 2014 CEF Call; Romania AFP Deployed but not integrated Slovakia AFP not deployed Slovenia AFP Deployed but not integrated 211

212 Spain Sweden Deployment Programme 2015 AFP Fully deployed and integrated Automated AFP messages partly available end (Approved tests by M) Planned update by end 2017, details not yet clear, awaiting M workshop end June 2015 in Brussels. Requirements not fully clear, and COOPAS/Top Sky might need a Concept update. Study has to be performed for implementation 2020 Switzerland AFP Deployed and fully integrated United Kingdom AFP not deployed 212

213 Interim Deployment Programme Work Package AA1 Work Package 1.2 STAM Phase 1 The related recommendations have been taken into account and included as part of the description of Family 4.1.1, therefore SDM will continue its monitoring. The following information was gathered by SDM in cooperation with the etwork Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. Operational Austria 90% deployed (2017) Status Update Belgium Planned to deploy occupancy counts in Brussels FMP in 2015 Bulgaria STAM Phase 1 not planned for Bulgaria; Croatia Planned to deploy STAM by Zagreb FMP within Cyprus Planned to deploy STAM by icosia FMP within Czech Republic Planned to deploy STAM by Prague FMP within Denmark ot applicable Estonia o plans submitted Finland Partially deployed (use of occupancy counts, Civil/MIL flexible ASM) France Fully deployed Germany As other stakeholder already reported (France, MUAC, Austria), DFS centres currently already use Occupancy Counts as well as STAM measures in the tactical ATFCM on a bilateral basis by phone Greece Planned to deploy STAM by Athens FMPs within Hungary o plans submitted Ireland 90% deployed (2017) Italy STAM Phase 1 implemented by 31/12/2015 Latvia o plans submitted 213

214 Lithuania o plans submitted Deployment Programme 2015 Luxembourg o plans submitted Malta o plans submitted MUAC Fully deployed etwork Manager Fully deployed etherlands o plans submitted orway o plans submitted Poland STAM Phase 1 selected elements and measures have been implemented in Additional STAM elements will be put into operations after vertical split off ACC sectors ( ). Portugal Planned to deploy STAM by Lisbon FMPs within Romania o plans submitted Serbia o plans submitted Slovakia Planned to deploy STAM by Bratislava FMPs within Slovenia Planned to deploy STAM by Ljubljana FMPs within Spain According to LSSIP 2014 (FCM04), not planned yet. STAM phase 1 trial is being tested in Barcelona ACC. Although the first outcomes from the trial are satisfactory, the used occupancy parameters still need some refinement. Therefore the implementation is still pending final decision. Sweden o plan, not applicable to Sweden. Civil-Military operation integrated Switzerland Fully deployed United Kingdom Fully deployed (London FMP); Planned to deploy STAM by Prestwick FMP within

215 Interim Deployment Programme Work Package Deployment Programme 2015 AA2 Work Package 2.1 Rolling ASM / ATFCM processes The related recommendations have been taken into account and included as part of the description of Family 3.1.3, therefore SDM will continue its monitoring. The following information was gathered by SDM in cooperation with the etwork Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. Status Update ASM / ATFCM Processes Austria Partial implementation (AUP to M) Belgium Bulgaria Croatia Cyprus Czech Republic Denmark Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) Estonia no AUP/UUP to M Finland France Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) Germany Partial implementation (AUP to M) Greece Hungary Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) ASM Tools Deployment ASM tool deployment planned in OP Fully deployed Fully deployed LARA deployment in progress LARA deployment in progress Fully deployed ASM tool deployment not planned Submitted Projects in 2014 CEF Call Own Civil Military ASM system deployed, LARA deployment in progress Fully deployed Fully deployed ASM tools deployment not planned LARA deployment in progress 215

216 Ireland o AUP to M Italy Deployment Programme 2015 Rolling ASM/ATFCM implementation is ongoing. Full implementation is foreseen by 31/12/2021 Latvia o AUP to M Lithuania Partial implementation (AUP to M) Luxembourg no AUP/UUP to M Malta no AUP/UUP to M MUAC Deployed for Belgium, in preparation for etherlands (planned for end 2015), under discussion for Germany etwork Manager Full Rolling ASM/ATFCM process not fully deployed etherlands Partial implementation (AUP to M; at least 1 UUP) orway Partial implementation (AUP to M) Poland Partial implementation (AUP to M; at least 1 UUP) Portugal Partial implementation (AUP to M) Romania Slovakia Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) Slovenia o AUP to M Spain Sweden Partial implementation (AUP to M; at least 1 UUP) Partial implementation (AUP to M; at least 1 UUP) Switzerland Partial implementation (AUP to M) LARA deployment in progress ASM tools deployment not planned Fully deployed LARA deployment in progress ASM tools deployment not planned ASM tools deployment not planned Fully deployed Fully deployed Installation of ASM system at Dutch Air Forces is scheduled for 2015 at MUAC and 2016 in MoD LARA deployment in progress Fully deployed; Upgrade to be included into the IEA Call 2015 Submitted Projects in 2014 CEF Call Fully deployed ASM tools deployment not planned ASM tools deployment not planned ASM tools deployment not planned ASM tools deployment not planned Fully deployed 216

217 United Kingdom Deployment Programme 2015 Partial implementation (AUP to M; at least 1 UUP) Fully deployed 217

218 Interim Deployment Programme Work Package AA2 Work Package 2.3 Free Route The related recommendations have been taken into account and included as part of the description of Family 3.2.4, therefore SDM will continue its monitoring. The following information was gathered by SDM in cooperation with the etwork Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. Status Update Austria Final implementation depends on study, 2020 Belgium ot applicable (do not provide ATS over FL 310) Bulgaria FRA ight Deployed Croatia FRA ight Deployed (airspace controlled by Zagreb and Belgrade ACCs); Some improvements in ATM system necessary. Final implementation depend on study Cyprus FRA H24 icosia FIR listed in OP for 2015 Czech Republic H24 DCT above FL245 deployed; FRA study project for FABCE; FRA list in OP from 2015 onwards Denmark FRA H24 above FL 285 deployed; Submitted projects in 2014 CEF Call (Borealis) Estonia Submitted projects in 2014 CEF Call (Borealis) Finland FRA ight Deployed; Submitted projects in 2014 CEF Call (Borealis); EFAB and DK-SE FAB in process to implement FRA in ovember 2015, continue to integration with UK/IR FAB 2018 France Within FABEC free route project (IEA funding requested) Germany Within FABEC free route project (IEA funding requested) Greece Submitted projects in 2014 CEF Call Hungary FRA H24 deployed; FRA study project for FABCE Ireland FRA H24 deployed; 2020: Borealis FRA planned Italy Implementation of full Free Route Airspace above FL365 is foreseen in the second half 2016 Latvia Submitted projects in 2014 CEF Call (Borealis) 218

219 Lithuania FRA plan listed in OP (2016) Deployment Programme 2015 Luxembourg ot applicable (do not provide ATS over FL 310) Malta FRA plan listed in OP (2016) MUAC FRA-DCT deployed H24, more FR will be added in the coming years via FABEC Free Route project etwork Manager /A as not ATS provider etherlands ot applicable (do not provide ATS over FL 310) orway Submitted projects in 2014 CEF Call (Borealis) Poland FRA Planned from 2017 onwards Portugal FRA H24 deployed Romania FRA ight Deployed Slovakia FRA study project for FABCE; FRA plan listed in OP (2016) Slovenia FRA study project for FABCE; FRA plan listed ( ) Spain Sweden DCT night deployed; H24 DCTs deployed in Madrid; ACC Santiago (SA) and Asturias (ASI) sectors, FL245 - FL460 DK-SE FAB implemented and integration with EFAB in process to implement ovember 2015, continue to integration with UK/IR FAB 2018 Switzerland FRA plan listed in OP (2019) United Kingdom Submitted projects in 2014 CEF Call (Borealis) 219

220 Interim Deployment Programme Activity Area AA 3 Airport CDM The related recommendations have been taken into account and included as part of the description of Family 2.1.3, therefore SDM will continue its monitoring. The following information was gathered by SDM in cooperation with the etwork Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. London Heathrow Implemented Paris CDG Implemented London Gatwick Implemented Paris Orly On-going (2016) Status Update London Stansted On-going (2015 according to M) Milan Malpensa Implemented Frankfurt International Implemented Madrid Barajas In operation since July 2014 Amsterdam Shiphol On-going (2016) Munich Franz Josef Strauss Implemented Rome Fiumicino Implemented Barcelona El Prat To be implemented in June 2015 Zurich Kloten Implemented Düsseldorf International Implemented Brussels ational Implemented Oslo Gardemoen Implemented Stockholm Arlanda ot fully implemented and certified (Dependent on initial DMA to be fully certified) Berlin Brandenburg Airport Implemented at SXF for current airport configuration; to be updated at BER in future Manchester Ringway On-going (2016) Palma De Mallorca Son San Juan Planned December 2016 Copenhagen Kastrup On-going 220

221 Vienna Schwechat Locally implemented since June 2014, full implementation planned by mid-2016 Dublin On-going (Q4 2016) ice Côte d'azur On-going (2018) Istanbul Ataturk Airport o information available 221

222 Interim Deployment Programme Activity Area AA4 Data Link Deployment Programme 2015 The related recommendations have been taken into account and included as part of the description of Family Data link is a mandatory prerequisite to AF6. However, at this stage, there is still uncertainty regarding the most appropriate airborne and ground based technologies to be implemented to enable the functionality. Furthermore, the results of the SESAR-JU validation in 2016 could be not available in time to allow the stakeholders to submit new Datalink projects for the CEF Transport Call The following information was gathered by SDM in cooperation with the etwork Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. Austria Deployed (Vienna ACC) Status Update Belgium ot applicable (not provide ATS above FL 310) Bulgaria o plans in OP Croatia Submitted projects in 2014 CEF Call Cyprus planned in OP 2016 Czech Republic Planned in 2016 (OP) Denmark Deployed (Copenhagen ACC); Submitted projects in 2014 CEF Call Estonia Planned in 2017 (OP) Finland Planned in 2018 (OP) France Germany Submitted projects in 2014 CEF Call (4-Flight), including AGDL components for Reims and Marseille ACCs. Plan in OP (Bordeaux and Brest ACCs 2018, Paris ACC 2017); Air France submitted projects for the DL deployment on Aircraft Deployment already done in accordance to Commission Regulation (EC) o 29/2009 of 16 January 2009 Lufthansa submitted projects for the retrofit of Airbus A319 and A320 fleet (105AF6) Greece o plans in OP 222

223 Hungary Deployed. Operations to start in ovember 2015 Ireland Deployed (Shannon ACC) Italy Planned in 2015/2016 Latvia o plans in OP Lithuania Planned in 2018 (OP) Luxembourg ot applicable (does not provide ATS above FL 310) Malta Planned in 2016 (OP) MUAC Deployed etwork Manager /A (no ATS service) etherlands ot applicable (does not provide ATS above FL 285) orway Planned in 2018 (OP) Poland Planned in 2016/17 (OP) Portugal Planned in 2018 (OP) Romania o plans in OP Serbia Planned in 2018 (OP) Slovakia Planned in 2016 (OP) Slovenia Planned in 2016 (OP) Spain Planned in 2016 (OP) Sweden Implemented: functionality/capability to be investigated- performance and capacity oriented Switzerland Deployed ( Geneva and Zurich ACCs) United Kingdom Deployed (Swanwick and Prestwick) 223

224 Interim Deployment Programme Work Package AA5 Work Package 5.1 OLDI Migration from X25 to IP The related recommendations have been taken into account and included as part of the description of Family 5.2.1, therefore SDM will continue its monitoring. The following information was gathered by SDM in cooperation with the etwork Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. Austria FMTP FMTP finished Status Update IP Services finished 95% Investment foreseen for PES-2 and X-Bone upgrade Belgium o additional information Submitted projects in 2014 CEF Call Bulgaria o additional information o additional information Croatia 02/2015 FMTP implemented with all neighbouring units (5xIPv6, 2xIPv4) Currently PES-1 and X-Bone used. Investment foreseen for PES-2 and X-Bone upgrade Cyprus o additional information o additional information Czech Republic FMTP implementation to be finished by end 2015 o additional information Denmark OLDI over IP v6 and V4 operationally deployed. Some radar data deployed over IP as well Submitted projects in 2014 CEF Call Estonia FMTP implementation to be finished by mid-2015 o additional information Finland FMTP implementation to be finished by mid-2015 o additional information France FMTP implementation to be finished by Q IP readiness Germany In preparation Blue profile in ICAS 2020 IP readiness; in preparation - Blue profile in ICAS 2020 Greece o additional information o additional information Hungary o additional information o additional information 224

225 Ireland In process, expected completion end 2016 Italy Complete migration to IPV6 is foreseen by 30/06/2015 This is expected to be completed by end 2016 Complete migration to IPV6 is foreseen by 30/06/2015 Latvia o additional information o additional information Lithuania o additional information o additional information Luxembourg o additional information IP readiness Malta FMTP implementation to be finished by end 2015 Upgrade planned MUAC FMTP implementation to be finished by end 2015 IP readiness etwork Manager o additional information IP readiness etherlands o additional information IP readiness orway o additional information o additional information Poland ATM system and telecommunication infrastructure are ready for FMTP. Ongoing FMTP migration will be finished by the end of IP readiness Portugal FMTP implementation to be finished by end 2015 IP readiness Romania o additional information IP readiness Serbia o additional information o additional information Slovakia o additional information IP readiness Slovenia o additional information o additional information Spain FMTP in operational service in the following links: * Madrid ACC - Lisbon ACC * Seville ACC - Lisbon ACC * Canarias ACC - Lisbon ACC FMTP deployed and ready for use in the rest of OLDI links with neighbouring ACCs (Porto, Brest, Bordeaux, Marseille, Shanwick), awaiting for their readiness Confirmed plan, as expressed in IEA-call

226 Sweden Deployment Programme 2015 COOPAS/TopSky is FMTP compliant COOPAS/TopSky exploits OLDI over IP. LFV are and will continue to invest in AT IP networks, for capacity, resilience and redundancy reasons, service related. Switzerland o additional information o additional information United Kingdom o additional information IP readiness 226

227 Interim Deployment Programme Activity Area AA6 RP Approach The related recommendations have been taken into account and included as part of the description of Family 1.2.1, therefore SDM will continue its monitoring, also in line with EASA PB IR currently under consultation phase. The following information was gathered by SDM in cooperation with the etwork Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. London Heathrow o additional information Status Update Paris CDG Project submitted in 2014 IEA Call (051AF1) London Gatwick o additional information Paris Orly o additional information London Stansted o additional information Milan Malpensa o additional information Frankfurt International Madrid Barajas RWY is covered by the project presented in 2014 CEF Call (044AF1). This project merely addresses departures and not arrivals The rest within next Call Confirmed RP APCH plan for Madrid, as expressed in IEA-call AF1b, with dateline October 2020 Amsterdam Shiphol A first step on one runway has been included in a project submitted in 2014 CEF Call Munich Franz Josef Strauss Included in the first version of project 044AF1 in 2014 CEF Call, deferred to next Calls because of timeline. M-OP analysis states full deployment at Munich. Rome Fiumicino o additional information Barcelona El Prat Confirmed RP APCH plan for Barcelona, as expressed in IEA-call AF1b, with dateline January 2019 Zurich Kloten M-OP analysis states partial deployment in Zürich. Düsseldorf International Included in the first version of project 044AF1, should go with next call because of timeline Brussels ational Project submitted in 2014 IEA Call (013AF1) 227

228 Oslo Gardemoen M-OP analysis states full deployment in Oslo. Stockholm Arlanda Berlin Brandenburg Airport 2 RP approach procedures implemented to 2 runways at Arlanda. Ambitions to implement RP based approach-procedure to other runways in the future. Operational implementation planned end 2022 Was included in the first version of project 044AF1 in 2014 CEF Call, but deferred to next Calls because of timeline. Manchester Ringway o additional information Palma De Mallorca Son San Juan Copenhagen Kastrup Vienna Schwechat Dublin Confirmed RP APCH plan for Palma, as expressed in IEA-call AF1a, with dateline July 2017 o actual plan, study ongoing with CPH airport authority and depending on the PB IR. COOPAS Platform Roadmap (AVIAIR) to support concept by end 2020 In roll out face according to EASA PB Implementing Rule. Many RP Approaches Implemented in Austria (SBAS, BARO-VAV, RP-AR) operational implementation planned on COOPAS Platform end 2022 LAV/VAV implemented in Dublin operational implementation planned end 2022 ice Côte d'azur o additional information Istanbul Ataturk Airport o additional information 228

229 Interim Deployment Programme Work Package Deployment Programme 2015 AA7 Work Package 7.1 CDO/CCO Applications This activity has not included in the analysis, considering that it is not related to PCP AFs. 229

230 5.2 SDM Synchronisation and Monitoring SESAR synchronized deployment is at the core of SDM mission, and encompasses all three phases of the Programme: planning, execution and monitoring. With that in mind, SDM has developed a comprehensive approach which on one hand, entails the adoption of an ad-hoc synchronization methodology ( 5.2.1), and on the other hand provides for exhaustive SDM monitoring guidelines ( 5.2.2) which are pivotal to ensure that the synchronization activities are continously and exhaustively fed by up-to-date implementation data Synchronization approach In order to ensure the synchronized deployment of the DP, the SDM will apply a comprehensive methodology which covers four interconnected phases, as outlined in the following chart. DP Synchronisation Methodology 1 Preliminary activities Pre-bid phase Bid phase Execution phase (DP elaboration) Identification of synchronization needs at family level Identification of common monitoring milestones Preliminary assessment of Families coverage Preliminary synchronisation analysis at stakeholder group level Preliminary synchronisation analysis at individual stakeholder level Assessment of submitted proposals Awarding recommendations elaboration Identification of common deliverables Awarded IPs mapping Continuous monitoring and coordination Permanent information sharing Preliminary analysis of local civil military coordination Preliminary analysis of proposed IPs deployment dates Fig. 9 Overall DP Synchronization Methodology In particular, the applied methodological approach envisages the following phases: 1. Preliminary activities (DP elaboration): during the DP elaboration, the SDM identifies the sequencing and synchronization needs at family level and defines the relevant milestones to be monitored to ensure a coordinated deployment. In particular, such approach has been implemented during the elaboration of the DP 2015 and will be re-iterated for updating purposes during any major evolution of the Deployment Programme. In this phase, two steps are envisaged: 230

231 a) Identification of synchronization needs at family level - the families included into the DP are analysed in order to identify: 1. the synchronisation needs related to the affected Stakeholders groups: i. within each family ii. among different families (families can be in different AFs) 2. the synchronisation needs related to the sequencing of the families themselves, through the identification of the IOC and FOC of each family b) Identification of common monitoring milestones: in order to facilitate the synchronised deployment of the Programme, the SDM identified a set of common milestones to be monitored during the execution phase. In particular: 1. Common milestones to be applied by all the IPs. 2. Common milestones at Family level, to be applied by each Implementing Partner on the basis of the relevant Family of reference. Such milestones are included in the IP Template to be filled in by the operational stakeholders in order to submit the respective proposals. The establishment of this set of common milestones support the definition of a consistent monitoring framework which will facilitate the prompt detection by the SDM of delays during the IPs implementation, which might have a negative impact on the synchronisation dimension. 2. Pre-bid phase: during the pre-bid phase, the Indications of Interest provided by the operational stakeholders are analysed by the SDM in order to verify that synchronization needs at IP level have been taken in duly account; it is worth noting that, during this phase, the SDM interacts with operational stakeholders in order to provide support in the identification of synchronization needs to be considered in the elaboration of IP proposals. In particular, the following activities are performed: a) Preliminary assessment of Families coverage: the indications of interest submitted by the operational stakeholders are analysed by the SDM in order to understand: 1. The relevance of the content of each proposed project with the scope of the respective Family. 2. The extent to which each proposed project is able to cover the identified Family level gaps that have an impact on the synchronisation dimension Such activity can lead to interactions between the SDM and the operational stakeholders in order to further align the proposed projects content with the respective Family and increase the gaps coverage level. b) Preliminary synchronisation analysis at stakeholder group level: each indication of interest submitted by the operational stakeholders is analysed by the SDM in order to identify, on the basis of the synchronisation needs analysis performed at Family level in the previous phase, the operational stakeholder groups (ASPs, Airport Operators, Airspace users, MET service providers) which need to be involved and synchronised. 231

232 c) Preliminary synchronisation analysis at individual stakeholder level: once the stakeholder groups to be involved and synchronised in the proposed projects have been identified, the SDM verifies if all the affected individual stakeholders have been taken into account within the indications of interest. The SDM can interact with Level 3 in order to propose the involvement of specific individual stakeholders in the indications of interest so as to facilitate a synchronised deployment. Moreover, in this phase the SDM can suggest the consolidation of several indications of interest into a single proposal, encompassing all the individual stakeholders whose specific implementation activities need to be conducted in a synchronised manner. d) Preliminary analysis of local civil military coordination: in order to ensure that also military stakeholders are taken in duly account in the synchronisation process, the SDM analyses the indications of interests in order to verify: 1. If civil military coordination at local level has been conducted in order to identify synchronisation needs and avoid any adverse effect on the military operations. 2. If military stakeholders need to be integrated within individual proposed projects so as to ease the synchronisation process. If the analysis proves the necessity of military involvement and no coordination at local level was done before, SDM interacts with the operational stakeholders to trigger the coordination with the military authorities at local level to ensure the synchronisation. e) Preliminary analysis of proposed IPs deployment dates: the indications of interest are analysed by the SDM with respect to the deployment dates proposed by the operational stakeholders, in order to verify their compatibility with the need to ensure a synchronised deployment. If needed, during this step the SDM can interact with the operational stakeholders in order to propose a potential fine-tuning of the proposed deployment dates so as to foster the synchronised sequencing of deployment activities at IPs level. 3. Bid phase: once proposals have been submitted by operational stakeholders, the SDM assesses them taking into account among the other aspects the extent to which the proposed projects are able to ensure a synchronized deployment of the DP, taking into account key elements such as the proposed implementation dates, the operational stakeholders involved and the coordination with the military. In particular SDM will: a) Assess the submitted proposals: each proposal submitted by the operational stakeholders is analysed by the SDM with respect to the extent to which: 1. The proposed project is able to cover existing gaps at Family level. 2. The relevant stakeholders which are needed to ensure/facilitate a synchronised deployment have been integrated into the project. 3. The necessary coordination actions with the military have been put in place. 232

233 4. The proposed deployment dates are consistent with the need to ensure/facilitate the synchronised sequencing of implementation activities among stakeholders within each project and among different interdependent projects. b) Identify common deliverables: during the phase of negotiation between IEA and the awarded IPs, the SDM can suggest the identification of common deliverables to be released by the IPs, on the basis of the common milestones to be monitored, so as to ease the synchronisation process. 4. Execution phase: once IPs are awarded by IEA, the SDM finalises the identification of interdependencies and links among them and performs the necessary monitoring and risk management activities to ensure the synchronized deployment. In particular, this objective will be achieved through the following activities: a) Awarded IPs mapping: the first step for ensuring a synchronised deployment during the execution phase is the analysis of the awarded IPs and the development of a map highlighting: 1. The interdependencies among the projects. 2. The links of each project with AFs, Sub-AFs and Families. 3. The sequencing path including the deployment start and end dates of all the projects, with specific regard to those which are interrelated. It is worth noting that this activity could lead to interdependencies between projects within the same AF and projects of different AFs. b) Continuous monitoring and coordination: in order to ensure a synchronised deployment, it is crucial to establish the most effective monitoring and coordination mechanisms which can enable respectively: 1. A prompt detection of misalignments between the planned and the actual progress of the projects and the Deployment Programme as a whole. 2. The identification and implementation of effective actions to tackle the abovementioned misalignments. It is worth noting that to ensure the effectiveness of the above mentioned synchronization phases, a permanent information sharing is necessary. The continuous exchange of information among interrelated IPs is key to ensure a synchronised deployment and will be facilitated by: 1. Fostering the establishment of information sharing groups encompassing interrelated IPs, so as to facilitate the exchange of information/data/documents which are relevant to facilitate the synchronised deployment (e.g. progress of deliverables / milestones / tasks, status of mitigation actions to be implemented to re-align IPs activities in accordance with the planned sequencing path, etc.). 2. Establishing open spaces within the SDM support tool, to be used by interrelated IPs to permanently exchange data/information/documents as well as organise and manage specific meetings/workshops/events focused on the synchronisation dimension. 233

234 5.2.2 Monitoring and synchronization interrelation An effective and comprehensive monitoring of the DP during the execution phase is necessary in order to ensure the timely and synchronised implementation of the Programme. In this respect, the following monitoring guidelines have been elaborated by the SDM, in terms of: What is monitored by the SDM Who is responsible for managing the monitoring process How the monitoring is performed When the monitoring activities are executed What The following elements will be monitored by the SDM during the execution phase, with reference to all the IPs included in the Programme: Tasks: the SDM will monitor the progress of tasks outlined by each IP in the IP template, in order to ensure that planned activities are executed according to the defined timeframes Milestones: the SDM will monitor the achievement of several kinds of milestones for each IP, including: 1. The milestones associated to each task, as defined by the implementing partners in their accepted bids; 2. The Common milestones to be applied by all the IPs (see the Monitoring view in DP v1 section 5.2) 3. Common milestones at Family level, to be applied by each IP on the basis of the relevant Family of reference Deliverables: the SDM will monitor the timely submission of all the deliverables associated to the tasks, as outlined by the IPs in the IP template; moreover, all the deliverables submitted by the IPs will be reviewed by the SDM in order to ensure their consistency Costs: the SDM will monitor the costs reported by each IP taking into account IEA requirements (HR & travel costs, investment and procurement costs, other costs, etc.). Moreover, SDM will monitor: the evolution of existing gaps, in terms of number and nature, in order to ensure their coverage over time. the IDSG leftovers, which are linked to DP families How The SDM monitoring process will be facilitated by the following elements: 1. Use of a state-of-the-art programme management IT tool, namely Tool Support System (TSS) 2. Continuous project management support 234

235 With regards to the TSS, it has been configured by the SDM in such a way to: provide a user friendly platform to facilitate the gathering of relevant information from IPs for monitoring and coordination purposes; enable an effective monitoring of the DP execution phase through the analysis of the uploaded data, as well as the proactive identification of discrepancies, risks and issues; facilitate the FPA and communication processes as well as the execution of performance and CBA related analyses DP structure Definition and maintenance of the DP structure (AFs, sub-afs, Families, IPs, tasks), as well as links and interdependencies Identification of gaps at family level Gathering of planning data (e.g. tasks, milestones and deliverables dates, etc.) Performance analysis at IP and thread level Costs analysis (gathering and analysis of IPs costs) Support for the execution of CBAs, also including the valorisation of gaps Performance and CBA FPA Coordination TSS: key functionalities Internal and external communication DP monitoring Gathering of monitoring data during the execution phase Monitoring of gaps evolution Analysis of monitoring data for reporting purposes Mapping and management of discrepancies, risks and issues Management of ASRs elaboration (at IP, Activity and Action level) Monitoring of payments to beneficiaries Support to the elaboration of the SESAR Annual Report Management of interactions related to the Stakeholder Consultation Platform and Cooperative Arrangements CRM (e.g. management of stakeholder organisations contacts details) SDM intranet Fig. 10 TSS: Key Functionalities In particular, the TSS will be key in order to ensure the synchronisation of the Programme, through the provision of the following functionalities: Possibility to develop and maintain the Deployment Programme structure: the TSS has been configured in order to mirror the defined structure of the Deployment Programme in terms of AFs, sub-afs, Families, Implementation Projects and related tasks; moreover, the tool provides the possibility to insert information related to links and interdependencies; Possibility to continuously and effectively monitor the DP execution: the TSS enables the gathering and analysis of all the information which is relevant for monitoring purposes (e.g. progress of tasks, deliverables, achievement of milestones, costs); such information will be uploaded by the operational stakeholders through specific forms within the tool itself, thus enabling: a. the prompt identification of misalignments between planned and actual progress at any level of the DP (from the task to the Programme level); b. the analysis of the consistency of IPs deliverables, to be performed by the SDM experts; c. the elaboration of monitoring reports, aimed at highlighting the progress status of the DP. 235

236 Possibility to identify / activate / communicate coordination actions: on the basis of the results of the analysis of the monitoring data, the TSS enables the identification and tracking of discrepancies, risks and issues, as well as the definition of the related mitigation actions. Moreover, the effective monitoring of the DP execution will be facilitated by a structured and integrated PMO both at Level 2 and Level 3, the latter of which will support both Implementing Partners (IPs), Activity leaders and Action leaders. With regards to the IPs, the PMO will perform, among others, the following activities: Provision of day to day support in order to ensure the accomplishment to SDM/EC requirements Provision of support in the timely and correct upload of information to be provided through the TSS Execution of preliminary quality check of data and deliverables to be submitted Provision of support to facilitate the prompt identification of risks and issues With regards to the Activity leaders, the PMO will perform, among others, the following activities: Provision of implementation progress data already elaborated at AF level to facilitate timely submission of progress data at reporting gates; Support in the coordination of IPs belonging to the same AF Support in the identification and management of discrepancies, risks and issues at AF level With regard to the Action leaders, the PMO will provide a structured and integrated support through: Continuous contribution for the management of coordination among AFs Preliminary detection of discrepancies, risks and issues for DP Implementation at transversal level Provision to Action Leader of implementation progress data already elaborated (consistent draft) at AF transversal level to facilitate timely submission of progress data at reporting gates ; Preliminary analysis of DP synchronization at AF transversal level and of contributions for CBA/Performance Analysis according to guidelines provided by SDM (at transversal AF level). Methodology wise, the PMO will also guarantee quality control, aiming at verifying the effective implementation of quality procedures set by the FPA Coordination. A comprehensive list of activities performed by the PMO is outlined in the Who section of this paragraph. When From a time perspective, the monitoring activities performed by the SDM will be executed on the basis of: Specific monitoring gates Continuous interactions with the operational stakeholders 236

237 With reference to the specific monitoring gates, it has been envisaged that the gathering of monitoring data from the operational stakeholders through the TSS will occur three times per year, and specifically on the: 15 th January 15 th April 15 th September On the basis of the data collected on each monitoring gate, the SDM will elaborate a DP execution progress report, aimed at highlighting key monitoring information related to the progress of the Programme as well as any risk and issue to be managed. With specific reference to the 15 th of January monitoring gate, it will also be used to gather the relevant information for the elaboration of the Action Status Report. An additional cycle in 2015 will be performed starting after the external roll out of the TSS tool and until mid-december just for testing purpose and in order to help stakeholders familiarise with the TSS and monitoring activities. With reference to the monitoring through continuous interactions, the Implementing Partners are expected to provide a feedback and supporting documents to the SDM through the TSS at latest 7 working days after the expected date of: Achievement of a milestone Completion of a task Submission of a deliverable The SDM will provide a feedback to each Implementing Partner on the received supporting documents within 10 working days at latest. Who In order to provide a comprehensive view on all roles and responsibilities related to the monitoring activities and related tasks aimed at facilitating the synchronised execution of the Programme, the following table is provided. Specifically, with regard to DP Synchronisation and to DP Coordination and execution, the table summarizes the activities that will be performed by the SESAR Deployment Manager, by Action Leaders, by Activity Leaders and at IP level. Moreover, the table also includes the activities that will be performed by the Project Management Office at Action Level, at Activity Level and at IP level. 237

238 SDM (DTO/PFS) Action Leader DP Synchronisation Provision of guidelines for technical monitoring and reporting Training/help for the use of the TSS-tool Continuous analysis of monitoring data/information/ deliverables/costs provided by IPs by using the TSS-tool Interactions with operational stakeholders for clarification purposes by using the TSS-tool Feedbacks provision; in particular, provision of feedbacks to IPs Elaboration of DP execution progress report referring to the reporting gates Technical evaluation of ASR and Final Report Contribution to the Annual Progress Report Identification of Interdependencies and links between projects Monitoring of the Interdependencies and links + informing all related projects Collection and checking of bugs/change request for TSS Updates/adjustments of the TSS-tool (bugfixing/change requests, administration of profiles) Monitoring the timely availability of standards/regulations for DP-execution Analysis of relevant issues impacting on DP realisation at transversal level, building on information provided by AF leaders and consolidated by PMO (at transversal level) Collection and analysis of contributions for CBA/Performance Analysis according to guidelines provided by SDM (at transversal AF level) DP Coordination and execution Identification and assessment of discrepancies, risks and issues at DP level Clarification of the discrepancies together with the affected IPs Identification and follow up of the necessary mitigation actions at DP Coordination of the mitigation actions for the risks and issues with the stakeholders Monitoring and reporting of the identified mitigation actions and proposal of changes to the planning Providing an overall DP planning view through the use of the TSS-Tool Coordination with EDA/M/SJU Reviewing the documents provided by the IPs as a proof of completion of tasks, deliverables and milestones. Analysis of relevant issues impacting on DP realisation at transversal level Risk and issue management at transversal action, as well as mitigation actions monitoring PMO (Action Leader) Continuous contribution to the coordination management among AFs Provision to Action Leader, on the basis of progress data provided by AFs leaders, of implementation progress data already elaborated (consistent draft) at AF transversal level to facilitate timely submission of progress data at reporting gates ; Preliminary analysis of DP synchronization at AF transversal level and of contributions for CBA/Performance Analysis according to guidelines provided by SDM (at transversal AF level); the activity will be performed on the basis of the AFs Leaders contribution. Preliminary detection of discrepancies, risks and issues for DP Implementation at transversal level (on the basis of the data provided by AFs leaders) 238

239 Activity Leaders PMO (Activity leaders) IPs PMO (IPs) DP Synchronisation Management of interactions with SDM during the established reporting gates (January, April and September) Timely submission of progress data at reporting gates (January, April and September) by using the TSS tool Risk and issue management activities at AF level Verification of IPs contributions for CBA/Performance Analysis according to guidelines provided by DTO Provision of updates/changes to the plan at AF-level Reporting of Bugs/change requests concerning the use of the TSS-tool to DTO Continuous management of coordination among IPs within the same AF Support to AF leaders for timely submission of progress data at reporting gates (January, April and September) Provision of IPs implementation progress data to AF leaders already elaborated (consistent draft), on the basis of data provided by IPPs Preliminary detection of discrepancies, risks and issues for DP Implementation (on the basis of data provided by IPPs) Reporting of bugs/change requests concerning the use of the TSS-tool to DTO Provision of technical and financial data/information for the intermediate reporting gates (January, April and September) by using the TSS-tool Provision of deliverables, communication of milestones achievement/not achievement, communication of tasks completion/not completion within 7 working days from deadline by using the TSS-tool Provision of updates/changes to the project plan (deliverables, milestones, tasks) Reporting of bugs/change requests concerning the use of the TSS-tool to DTO Direct support to assist the timely upload of all the information to be provided at each reporting gate by using the TSS-tool Support to IPs (preliminary verification) for the quality assurance in terms of completeness/consistency/alignment to quality requirements of data / information / deliverables provided by IPPs Support IPs in case of clarifications requested by SDM/EC Reporting of bugs/change requests concerning the use of the TSS-tool to DTO DP Coordination and execution Assessment of the impact of the monitoring data for the mitigation actions identified (AFs level) Provision of IPs implementation progress data risks, issues and related mitigation actions (already elaborated) to AF leaders Clarification of discrepancies identified by SDM DTO Support SDM for the monitoring at Implementation level of the mitigation actions identified Provision of progress data concerning risks, issues and related mitigation actions Clarification of discrepancies identified by SDM DTO Support IPs for proactive identification of discrepancies/risks/issues Support IPs for proactive identification of mitigation actions 239

240 6. Risks and Mitigations Deployment Programme 2015 The following table has been developed by SDM in order to identify the most relevant risks that might arise in the following months, in strict respect to the Deployment Programme development and the overall PCP implementation. The risks have been identified building on the lessons learnt during the elaboration of the DP, and on the outputs of the coordination between SDM and both operational and non-operational stakeholders. In particular, the table highlights the major objectives that might be impacted by the identified risks and at depicting the related main consequences and impacts. Moreover, the table also identifies the main mitigation actions that might be implemented, highlighting both initiatives to be undertaken by the SESAR Deployment Manager and other activities to be initiated by other relevant players. Risk 1 Implementation Delay Objectives affected by the risks Timely PCP implementation, associated benefits Consequences /impacts The gap analysis showed that there are families that are not implemented or just partially implemented in the PCP geographical scope. The impact of the late implementation of the Families identified as high relevance could lead to a potential delay of the overall PCP implementation. Mitigation actions Actions by SESAR Deployment Manager - Strong promotion of the Deployment Programme; - Prepare and distribute an information package to the operational stakeholders to support/facilitate the submission of the IPs both at technical and financial/administrative level; - Facilitation of stronger local partnership between the operational stakeholders in preparation to the upcoming CEF calls; - Request demonstration of local coordination with other relevant stakeholders by projects leaders prior to projects submission to CEF calls; - Enhancement of the transversal approach and buy in among airspace users, airports and ASPs to highlight that in some cases the late or missed investment could have a negative impact on other stakeholders; - Synchronisation / coordination by SDM; Proposed Actions by other Stakeholders 240

241 Risk 2 PCP implementation out of SESAR deployment FPA 3 Failure to adequately achieve full military involvement Objectives affected by the risks PCP benefits Timely PCP implementation, associated benefits Consequences /impacts Deployment Programme 2015 Within its current mandate, SDM is legitimate to monitor the progress of implementation only for those projects awarded through SESAR deployment FPA. Should a significant part of PCP be implemented outside SESAR deployment FPA, this could lead to incomplete picture of PCP s implementation status. In DP 2015 there are no projects submitted by the military authorities (ASP, airspace user, airport operator) for the 2014 CEF Transport calls for proposals and that there is no evidence that the civil projects submitted went through a consultation process with the local military authorities when potentially affecting them. This could lead to an insufficient buy in of the DP 2015 by the military stakeholders and to a backlog concerning necessary investments in modern technology to cope with the deployment of new ATM-functionalities and release all PCP benefits Mitigation actions Actions by SESAR Deployment Manager - Close correlation between requests for payment by the implementation projects to SDM and their effective transmission to IEA by SDM. - Demonstrate local civil-military coordination prior to projects submission to the next IEA calls and provide military assessment as part of the proposal whenever relevant; - Cooperation with the EDA to further facilitate local coordination between the local civil stakeholders (level 3) and the military authorities; - Promotion of the PCP amongst military authorities; - Introduction of a single communication channel between SDM and EDA to facilitate and accelerate dialog with the military authorities; - Recommendation of military projects in context of DP 2015 and subsequent versions; Proposed Actions by other Stakeholders EC to consider extending SDM s monitoring scope as a specific service by SDM. 241

242 Risk 4 Failure to have required standards and regulations timely available Objectives affected by the risks Timely PCP implementation and associated benefits Consequences /impacts Deployment Programme 2015 Many of the families necessary for the full PCP implementation are not ready yet for deployment as indicated by their planned completion date of V3- phase (Pre-Industrial Development & Integration of E-OCVM European Operational Concept Validation Methodology). Consequently the standards and/or regulations (if needed) are developed at a later stage. This could lead to a not harmonized deployment, to integration problems and consequently to necessary reinvestments at a later stage to upgrade the deployed solutions to the required standards. Ultimately, this could lead to impossibility to go operational and deliver the expected benefits. Mitigation actions Actions by SESAR Deployment Manager - Support the civil and military implementing partners with proposed processes enabling the local civil/military coordination; - Establishment of a Liaison Officer for military stakeholders. Reinforce the synergies with: - SESAR JU for the prioritization of the validation exercises and the Large Scale Demonstrations; - EASA, EUROCAE and European Standardization Organizations to align their work programmes with the deployment priorities; - Manufacturing industry in order to seek their assistance in contributing to the timely development of the necessary standards and marketing of the necessary hardware and software. Indeed, SDM intends to work closely with the SJU, EASA and EUROCAE in order to keep an alignment of their work programmes with the Deployment Programme needs and avoid implementation delays. SDM will also strengthen the cooperation with the operational stakeholders via the SCP, involving and updating them on the monitoring of the delivery-status and progress of SDM s mitigation actions. Connect key players in specific working groups and workshops etc. to overcome issues linked to industrialisation. Proposed Actions by other Stakeholders Relevant stakeholders to refer to and use existing standards and regulatory material and/or update material to the most possible extent to avoid new rulemaking and/or standardisation tasks. Relevant stakeholders to ensure that sufficient expertise is available for standardisation and regulatory work. EC to ensure stronger commitment by key players for timely delivery. EC to ensure necessary funding is available to bodies involved in critical development of standards and regulation to secure necessary resources. 242

243 Risk 5 Failure to ensure global interoperability 6 Misalignment between CEF cofunding profile and readiness for implementation Objectives affected by the risks Timely and harmonized PCP implementation and associated benefits PCP implementation and associated benefits Consequences /impacts Deployment Programme 2015 The consequence of lacking global interoperability is the potential misalignment for avionics and ground systems (e.g. SESAR / extgen as the leading systems guiding for ICAO worldwide harmonization). The potential impact could be: - Civil and military Airspace users having to carry multiple systems; - Increased costs and workload for civil and military airspace users, airports and APSs; - Delayed operational benefits and efficiencies. This risk is strongly linked to the Risk n. 4. Given the uncertainty regarding CEF co-funding availability beyond the CEF call in 2016, the CEF calls in 2015 and 2016 may have to cover the full time horizon of the PCP (up to 2025). However, there is significant probability that in 2016, for some families in the DP, the related technological solutions will still lack readiness for implementation, thus preventing the operational stakeholders to apply for projects addressing those solutions. The conjunction of both constraints could lead to a significant time gap in PCP implementation due to the need to Mitigation actions Actions by SESAR Deployment Manager SDM will reinforce its coordination with SJU and its support to EC on this specific topic to ensure adequate consideration and action far earlier than at implementation stage. SDM will address the interoperability issues as essential part of DM s synchronisation and coordination tasks through a closer and timely coordination with SJU and FAA/extGen and ICAO. Furthermore SDM will seek assistance of the manufacturing industry (especially airborne manufacturers) on the issue of global interoperability and alignment of industrialization and deployment roadmaps. Option 1 is to adapt to the financial constraint and relax the notion of readiness for implementation in such a way that a project could be submitted and awarded even if it includes technological solutions not ready for implementation but implemented at a later stage. It is for SDM to explore this option. In addition to options 1 and 2 above, SDM will identify alternative funding and financing mechanisms through which implementation could continue in the critical period Proposed Actions by other Stakeholders Option 2 is to adapt cofunding profile to foreseeable evolution of families readiness for implementation, ensuring smooth implementation of PCP throughout the whole CEF period. This option would require EC to take action to secure part of the SESAR deployment co-funding beyond CEF midterm review in

244 Risk Objectives affected by the risks Consequences /impacts wait, after 2016, until next financial period ( ) to resume PCP implementation. Mitigation actions Actions by SESAR Deployment Manager Proposed Actions by other Stakeholders 7 Misalignment between DP and operational stakeholders investment plans PCP implementation and associated benefits Investment plans of operational stakeholders will not be aligned with DP/PCP needs. As a consequence, lack of needed IPs submitted to IEA under SDM coordination to ensure full and timely PCP implementation. To engage implementation partners at executive level to raise their awareness on importance of DP realisation and opportunity to access CEF co-funding to facilitate their compliance with PCP Regulation. 8 Late definition/ failure to establish SWIM governance 9 Datalink implementation Full PCP implementation and associated benefits Timely PCP implementation and associated benefits Implementation of SWIM-technology could be delayed significantly because there is no SWIM-governance in place. Consequently, there is significant probability that no SWIM projects will be submitted in the framework of the upcoming CEF calls 2015 and not all benefits of the PCP can be released. Datalink is a mandatory prerequisite to AF6. However, at this stage, there is still uncertainty regarding the most appropriate airborne and ground based technologies to be implemented to enable the functionality. To address this, SESAR JU is conducting a validation which will be completed in June An additional aspect could be that the results of the SESAR JU validation in 2016 are not available in time to allow the stakeholders to submit new In comparison to draft DP v1 of 15 May the family Air Ground Data-Link deployment for Air and Ground Communication was raised to a medium relevance category. The change reflects SDM conclusion that there is an acceptable technical risk to continue moving forward with the implementation of this family, in particular with the airborne side. The SDM will update the future versions of the DP including: a full DLS to AF6 implementation strategy in order to guide the SDM identifies the absence of any clear governance as a serious show stopper to AF5 implementation. The need to study governance options for SWIM - building on already existing studies has to be considered as a mitigation action. SJU - SDM to reinforce their cooperation specifically on datalink to share and align validation results with related implementation projects. 244

245 Risk Objectives affected by the risks Consequences /impacts Datalink projects for the IEA-CEF-call Mitigation actions Actions by SESAR Deployment Manager implementation with the most appropriate technologies as recommended by SJU; a full monitoring of all DLS and AF6 related on-going implementation activities by ASPs, AUs and Communication Service Providers. Proposed Actions by other Stakeholders SDM will share early draft of these elements with the operational stakeholders in the respective SCP consultations during the DP update campaigns. 245

246 7. Towards DP 2016 This chapter aims at looking forward the next major update of the Programme, DP 2016, expected by 30 th September The drafting process will be inspired by the same principles that underpinned the delivery of DP v1, which all converge in the realization of a harmonised and defragmented ATM system. DP 2016 will take advantage of the wider available time span: it is envisaged that the development of Deployment Programme 2016 will take up to 8 months from its inception to its final delivery to European Commission. According to such timeframe, the cooperation with SJU, EDA and M will be substantially deepened and the Stakeholders Consultation process (via SCP) will be expanded to more than 6 months, ensuring the highest level of engagement and awareness of the operational Stakeholders impacted by PCP implementation. SDM will further increase its cooperation with SJU, EDA and M in order to expand and further detail the Programme sections and their consolidation. The joint efforts of all the relevant organisations will focus on the update and enhancement of the technical descriptions of the Implementation Families of the Programme. In particular, two macro-areas will be tackled: The R&D area, where the aim will be to ensure the alignment between the Deployment Programme and the ATM Master Plan, the large scale demonstrations and the validation exercises; The Standardisation and Certification area, where the aim will be to ensure the alignment of the Deployment Programme with regulations and standardisation requirements as well as with Manufacturing Industry Plans. The joint work by SDA, SJU, EDA and M will be followed by the beginning of the Stakeholders Consultation process, eventually leading to the parallel and intertwined progress of both streams of activities. Stakeholder Consultation Platform will therefore be activated accordingly with the envisaged drafting schedule by the end of 2015 / beginning of In this process the first document to be released on the Platform will be the updated DP 2016 structure together with the list of future updates. While the cooperative effort with other relevant non-operational stakeholders in the detailed drafting of the DP 2016 will be continued, SCP participants will be able to provide their valuable comments and feedback on the overall framework of the Programme. By the end of I quarter of 2016, a preliminary draft of the Deployment Programme 2016 will be published on the SCP. The publication will lead to the same process followed during DP v1 elaboration; however, considering the wider time span available, two different rounds of consultation are envisaged, and for each of them Stakeholders will be given additional time for their assessment and provision of comments. Such process will lead to the delivery to EC of a DP 2016 Draft by the end of June, which will be updated accordingly in the following months, thus leading to the final delivery of DP 2016 in September. DP 2016 will be a significant evolution and development of DP 2015 from the content point of view. For instance, a particular focus will be given to the integration of cyber security requirements. In this respect, those families that need to comply with such requirements will be identified and highlighted in the Programme. Moreover, the cyber security-related 246

247 issues will be taken into due account in the development of the overall risk analysis included in the DP. Another critical element which will be further tackled by DP 2016 is the Data Link Systems upgrade. In view of the final delivery of SJU s study, currently set for June 2016, SDM will perform dedicated activities in order to mitigate any upcoming risk, namely: case by case assessment of any candidate IP related to Family 6.1.2, in cooperation with SJU; if needed, proposal of adjustments and adaptations to the submitted projects, in strict coordination with the Implementing Partners of the relevant projects; identification of the main risks related to the projects and potential mitigation actions; incorporation of the amended projects in DP Furthermore, with regard to AF5 deployment, as a mitigation action to avoid the definition of SWIM governance that might hinder the achievement of operational and economic benefits associated with PCP implementation, DP 2016 will mirror the results of an SDM dedicated study that will be composed of two main sub-activities: an assessment of SWIM governance state of play, which will among other available information, build on the results of studies such as the A6/ECTL PES governance study, and especially the SWIM governance definition study that SJU will deliver in ovember 2015; the development of a dedicated action plan aimed at ensuring as soon as possible the readiness for implementation of a SWIM governance framework, setting the scene for its subsequent actual implementation. 247

248 The following table summarizes the key features for each upcoming version of the DP. DP v1 DP 2015 DP 2016 Draft Timeline Released 24/06/15 30/09/15 30/06/16 Consulted Yes o Yes Approved oted ovember 2015 oted Contents Strategic view Yes (updated) Yes Updated from DP v1 to reflect Call 2014 award Yes Updated from DP 2015 to reflect calls 2015 submissions Project view L1: AFs L2: sub-afs As in PCP As in PCP As in PCP (unless PCP review or new CP definition launches at EC s initiative meanwhile) L3: families All families Same as in DP v1 All families (updated) L4: implementation projects 110 projects submitted in CEF Call gaps Projects awarded in CEF Call gaps Projects awarded in CEF Call xxx projects submitted calls gaps Performance view Monitoring view Initial Limited to IDSG s hand over for PCP prerequisites and facilitators, including DLS Consolidate the methodology on performance assessment and monitoring + global/local CBA development Consolidated through additional inputs from the operational stakeholders Updated from DP v 2015 to reflect Calls 2015 submissions + extended to activities envisaged through Call 2016 Include expected performance contributions per thread and associated CBAs Continued consolidation + extended to include monitoring for projects awarded as result from CEF Transport call

249 8. List of Acronyms Acronym A-CDM AA ACC ACG ACH ACSP ADIDS ADP ADQ ADS-B ADS-C ADV AERODB AF AFP AFR AFUA AGDL AIDA AIM AIRM AIS AIX AIXM AMA AMC AMHS AS-CR ASP AO AOBT AOC AoI AOP AoR APCH APL APOC APP APV APW ARES ARIC ARO ASM ASMA A-SMGCS ASR ATC Meaning Airport-Collaborative Decision Making Activity Areas Area Control Center Austro Control ATC flight plan Change essage Air Communication Service Provider Aeronautical Data Information Display System Aéroports de Paris Aeronautical Data Quality Automatic Dependent Surveillance Broadcast Automatic Dependent Surveillance Contract German Airports Association Aeronautical Database ATM Functionalities ATC Flight Plan Air France Advanced Flexible Use of Airspace Air Ground Data Link Aeronautical Information Data-handling-system Austria Aeronautical Information Management Aeronautical Information Reference Model Aeronautical Information Service Aeronautical Information Exchange Aeronautical Information Exchange Model Arrival MAager Acceptable Means of Compliance ATS Messages Handling System Air avigation Services of Czech Republic Air avigation Service Provider Aircraft Operator Actual Off-Block Time Airline Operations Communication Area of Interest Airport Operations Plan Area of Responsibility Approach ATC flight PLan message Airport Operations Centre Approach Control Approach Procedure with Vertical guidance Area Proximity Warning Airspace Reservation/Restriction Aeronautical Radio Inc. Air Traffic Services Reporting Office AirSpace Management Arrival Sequencing and Metering Area Advanced Surface Movement Guidance and Control Systems Action Status Reports Air Traffic Control 249

250 Acronym ATCO ATFCM ATFM ATM ATM AT ATS AU AUP AUR AVOL B2B BAF BF BHASA CAA CAAC CASA CAUTRA CBA CCD CCL CCO CDA CDG CDM CDO CDR CDT CEF CFMU CHMI COHOR COOPAS CORA CPA CPDLC CPH CPR CSP CTOT CWP DCB DCT DEP DFS DHMI DK-SE DLS Meaning Air Traffic Control Officer Air Traffic Flow and Capacity Management Air Traffic Flow Management Air Traffic Management Air Traffic Management etwork Aeronautical Telecommunication etwork Air Traffic Services Airspace User Airspace Usage Plans Acceptable Use Regulation Aerodrome Visibility Operational Level Business to Business Bundesaufsichtsamt für Flugsicherung (German ational Supervisory Authority) Briefing Facility Bosnia and Herzegovina Air avigation Services Agency Civil Aviation Authority Belgocontrol Air Traffic Control Center Civil Aviation Safety Authority Coordinateur Automatique de Trafic Aérien/ French Legacy Automated Computer System for Air Traffic Cost And Benefit Analysis Continuous Climb Departures Croatia Control Continuous Climb Operations Continuous Descent Approaches Paris-Charles De Gaulle Collaborative Decision Making/Management Continuous Descent Operations Conditional Route Conflict Detection Tools Connecting Europe Facility Central Flow Management Unit Common Human Machine Interface Association pour la coordination des horaires (French Airport Slot Allocator) COOPeration between Air avigation Service providers Conflict Resolution Assistant Common Procurement Agreement Controller-Pilot Data-Link Communications Copenhagen Airport Code Correlated Position Report/Correlative Position Radar Communication Service Providers Calculated Take-Off time Controller Working Position Demand Capacity Balancing Direct Routings Departure/Depart/Departure message Deutsche Flugsicherung GmbH Devlet Hava Meydanlari Isletmesi Denmark-Sweden Functional Airspace Block Data Link Services 250

251 Acronym Meaning DLS IR Data Link Services Implementing Rule DMA Departure Manager D-OTAM Digital otification To Airman DP Deployment Programme DPI Departure Planning Information DSA Direction de Services de la avigation Aérienne - EAD European AIS Database EAS Estonian Air avigation Services EASA European Aviation Safety Agency EASCG European ATM Standardisation Coordination Group EASI EAD AIM Systems Integration EATM European Air Traffic Management EC European Commission ECAC European Civil Aviation Conference ECIT EAD Connection Interface Terminal EDA European Defence Agency EDDF Frankfurt am Main International Airport Code EDDL Düsseldorf International Airport Code EFD ETFMS Flight Data EFPL Extended Flight Plan EFS Electronic Flight Strips EGS External Gateway System EHAM Amsterdam Schiphol Airport Code EIB European Investment Bank EAV Ente azionale Assistenza al Volo Italian ASP E-OCVM European Operational Concept Validation Methodology EPP Extended Project Profile ERATO En Route Air Traffic Organizer ERIP European Route etwork Improvement Plan ESSIP European Single Sky Implementation Plan ETFMS Enhanced Traffic Flow Management System etod Electronic Terrain and Obstacle Data EUR/AT European/orth Atlantic EUROCAE European Organization for Civil Aviation Equipment FAA Federal Aviation Administration FAB Functional Airspace Block FABEC Functional Airspace Block Europe Central FAT Factory Acceptance Test FBZ Flight Plan Buffer Zones FDP Flight Data Processing FDPS Flight Data Processing System FF ICE Flight and Flow Information for a Collaborative Environment FIR Flight Information Region FIXM Flight Information Exchange Model FMS Flight Management System FMTP Flight Message Transfer Protocol FOC Full Operational Capability FPA Framework Partnership Agreement FPL Flight Plan FRA Free Route Airspace FSA First System Activation FT Fast Track 251

252 Acronym FUA FUM G/G GAT GBAS GHG GMCS GSS HCAA HMI IAA iaop IBS ICAO icas IDP IDSG IEPR IFPS IFR ILS IEA IOP IP IR IRMP ISRM iswim itec IWXXM KMI KPI LAMP LAT LEBL LEMD LEPA LFV LGS LH LIDO LIMC LIRF LPV LSSIP LVL MDI METAR METCE MLAT MoC Meaning Flexible Use of Airspace Flight Update Message Ground/Ground General Air Traffic Ground Based Augmentation System Green House Gas Ground Manoeuvre Camera System Global avigation Satellite System Hellenic Civil Aviation Authority Greek ASP Human Machine Interface Irish Aviation Authority Initial Airport Operational Plan Integrated Briefing System International Civil Aviation Organization itec centre automation system Interim Deployment Program Interim Deployment Steering Group IDP Execution Progress Report Integrated Initial Flight Plan Processing System Instrument Flight Rules Instrument Landing System Innovative etwork and Energy Agency Interoperability Implementation Projects Ice On Runway Integrated Roadmap Information Service Reference Model Initial System Wide Information Management Interoperability Through European Collaboration ICAO Meteorological Information Exchange Model Koninklijk ederlands Meteorologisch Instituut - Royal etherlands Meteorological Institute Key Performance Indicator London Airspace Management Program Latitude Barcelona International Airport Code Barajas International Airport Code Son Sant Joan Airport Code Luftfatsverket Swedish ASP Latvijas Gaisa Satiksme Latvian ASP Lufthansa Lufthansa Integrated Dispatch Operation Milano-Malpensa Airport Code Roma-Fiumicino Airport Code Localizer Performance with Vertical guidance Local Single Sky Implementation Plan Luchtverkeersleiding ederland (etherland ASP) Minimum Departure Intervals METeorological Air Report Modèle pour l Échange des informations sur le Temps, le Climat et l Eau Multilateration system Means of Compliance 252

253 Acronym MOA MPLS MSP MTCD MUAC ATS AV Portugal AVIAIR CE EFAB G-AATMS M MOC MS OP OTAM PA SA SP OAT ODS OLDI OPMET ORY OTMV PB PCP PD PDP PDS PES PIREP PKI PMU PSSG QoS RAAS RAD RF RIMS RP ROMATSA ROPS RVR RWY SAT SBAS SCP SDH SDM SES SESAR Meaning MOitoring Aids MultiProtocol Label Switching Multi-Sector Planner Medium Term Conflict Detection Maastricht Upper Area Control Centre ational Air Traffic Services (UK ASP) avegação Aérea de Portugal (Portuguese ASP) avigation Via Air ice Côte d'azur Airport orthern Europe Functional Airspace Block ext Generation Austrian Air Traffic Management System etwork Manager etwork Manager Operation Center etwork Manager Systems etwork Operations Plan otification To Airman on Precision Approach ational Supervisory Authority etwork Strategy Plan Operational Air Traffic/ Outside Air Temperature Operational input and Display System On-Line Data Interchange Operational Meteorological Paris Orly International Airport Occupancy Traffic Monitoring Values Performance Based avigation Pilot Common Project Project Definition Preliminary Deployment Programme Pre-Departure Sequencing Pan European etwork Service Pilot Reports Public Key Infrastructure PES Management Unit PES Steering Group Quality of Service Runway Awareness and Advisory Systems Route Availability Document Radius to Fix Runway Incursion Monitoring System Required avigation Performance Romanian Air Traffic Services Agency Runway Overrun Prevention System Runway Visual Range Runway Site Acceptance Test Satellite Based Augmentation System Stakeholders Consultation Platform Synchronous Digital Hierarchy SESAR Deployment Manager Single European Sky Single European Sky ATM Research 253

254 Acronym SID SITA SJU SLA SMA SMGCS SMR SO SSR STAM STAR STCA SWIM SYSCO TA TAF TAWS TBS TCT TFR TI TMA TSAT TSE TTG TTL TTOT TWR UAC UDPP UIR UUP VDGS VDL VGS VHF VAV VPA VTS WA WBS WBT WIP WMO WOC WP WSDL WXCM WXXM WXXS Meaning Standard Instrument Departure Société Internationale de Télécommunications Aéronautiques Single European Sky ATM Research Joint Undertaking Service Level Agreement Surface manager Surface Movement Guidance and Control Systems Surface Movement Radar Strategic Objective Secondary Surveillance Radar Short Term ATFCM Measures Standard Arrival Route/ Standard instrument arrival Short Term Conflict Alert System Wide Information Management System Supported Coordination Transition Altitude Aerodrome Forecast Terrain Avoidance and Warning System Time Based Separation Tactical Controller Tool Traffic Flow Restriction Technical Infrastructure Terminal Manoeuvring Area Target Start-up Approval Times Total System Error Time To Gain Time To Lose Target Take Off Times Tower Upper Area Control User Driven Prioritisation Process Upper Flight Information Region Updated Airspace Use Plan Visual Docking Guidance System VHF Digital Link VHF Ground Stations Very high frequency Vertical avigation Variable Profiles Areas Vehicle Tracking System Wide Area etwork Work Breakdown Structure Web Based Training Work in progress World Meteorological Organisation Wing Operations Centre Work Package Web Service Definition Language Weather Exchange Conceptual Model Weather Information Exchange Model Weather Information Exchange Schema 254

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262 Deployment Programme 2015 (DP 2015) Annex A Annex B Annex C Annex D FPA MOVE/E2/ /SESAR FPA SGA MOVE/E2/ /SI Work Package B2 4.2 Deliverable th ovember

263 Annexes Table of Contents Annex A Project view Projects details 3 Annex B Standardisation and Regulation Matrices 92 Annex C Updated IP Template 142 Annex D Performance Assessment and Cost Benefit Analysis Methodology 143 2

264 Annexes Annex A Project view - Projects details AF 1 Extended Arrival Management & PB in high density TMA Content REFERECE UMBER TITLE Description 007AF1 MAI AF / SUB AF / Family AF 1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Performance Based avigation (PB) implementation in Vienna (LOWW) Objectives: 2014 RP AR Procedures to Runway 16 LOWW for noise abatement purposes implemented 2015 feasibility study for open PB transitions to final approach conducted 2015 night SIDs on PB basis implemented 2016 one LPV (SBAS) approach in LOWW implemented AUSTRO COTROL AUSTRIA TIMIG 01/03/ /12/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO 006AF5 ATM Data Quality (ADQ) With Airspace Users, Airports, ASPs, Military LIKS AF1, Sub AF 1.2 Family 1.2.2, Family M links SP: SO 6/5 OP: Capacity constraints due to environmental obligations with regard to RWY usage plan and SID routings. Enhanced DEP spacing. 3

265 Annexes Content REFERECE UMBER TITLE Description 013AF1 MAI AF / Sub AF / Family AF 1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Implementation of RP Approaches with Vertical Guidance at the Belgian civil aerodromes within the Brussels TMA Objectives: The main objective of this project is to: Achieve compliancy with ICAO AR37.11, EC Part-AUR (currently being developed at EASA) and Commission Implementing Regulation (EU) o 716/2014 Annex 1. Implement Required avigation Performance (RP) Approaches (Lateral avigation/vertical avigation (LAV/VAV) and Localizer Performance with Vertical guidance (LPV) minima) on all instrument runway ends of Brussels Airport and Antwerp Airport BELGOCOTROL BELGIUM TIMIG 01/01/ /09/2018 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, Airports, ASPs, Military LIKS AF1, Sub AF 1.2, Family M links SP: SO 6/5, SO 9/4 OP: one 4

266 Annexes Content REFERECE UMBER TITLE Description 051AF1 MAI AF / SUB AF / Family AF 1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Required avigation Performance Approaches at CDG Airport with vertical guidance Objectives: To implement RP APCH with LPV minima and with LAV/VAV minima for Runway 08L/26R To equip 51 B777 aircraft of Air France with LAV/VAV capability To implement RP APCH with LPV minima and with LAV/VAV minima for Runway 09L/27R To maintain maximum CDG Airport Runway Throughput when one ILS equipment is not available by ensuring independent triple parallel approaches capability between CDG and Le Bourget airports The associated indicators are : For objective 1 : Publication of the procedures (source : French AIP) For objective 2 : umber of flights/h in case of ILS outage compared to the flight average DSA FRACE TIMIG 01/07/ /10/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO Air France, 51 B777 aircraft Subsequent Projects for Required avigation Performance Approaches at other French airports With Airspace Users, Airports, ASPs, Military LIKS AF1, Sub-AF 1.2, Family AF1, Sub-AF 1.2, Family AF1, Sub-AF 1.2, Family M links SP: SO 6/5, SO 9/4 OP: one 5

267 Annexes Content REFERECE UMBER Description 060AF1 TITLE EAIRE reference geographic database (Family 1.2.2) MAI AF / SUB AF / Family AF 1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The project will generate an EAIRE reference dataset structure and set up the managing processes to maintain the information up to date with authoritative sources reference data. Procedure design tools will be updated to make use of this database content; digital cartography (terrain and obstacles) and aeronautical data defining instrumental manoeuvres from authoritative sources with required quality and integrity. To achieve the required high levels of integrity the Spanish AIS provider will participate in the data provision and management processes. To populate the database with full datasets for LEMD, LEBL and LEPA TMA s. EAIRE SPAI TIMIG 01/01/ /12/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS 061AF1 - RP APCH Implementation in Palma de Mallorca o AF5 ITY ADQ M links SP:SO 6/5 OP: ot applicable 6

268 Annexes Content REFERECE UMBER TITLE Description 061AF1a MAI AF / SUB AF / Family AF 1 / Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Required avigation Performance Approach Implementation in Palma de Mallorca Objectives: The main objective of this project is to improve the precision of the approach trajectories and to develop and implement fuel efficient and environmental friendly procedures for approach in this high density TMA airport. The new RP APCH procedures will help increase the accessibility by means of RP APCH to LPV minima procedures (using SBAS), in combination with LAV and LAV/VAV minima for those operators not equipped with SBAS technology. These procedures will make operations at these sites more efficient and profitable, thus enhancing the use of the airports and saving operational costs, both for aircraft and airport operators (AEA). Specifically, the objectives of this project are: Reduce the missed-approach rate when using non-precision approach runway headers for landing. Increase safety by enabling straight approach procedures when not possible by means of current navaids infrastructure. Reduce costs for Aircraft Operators (AOs) whenever an airport change must be done due to operational restrictions at destination airport. Enhance airports and AOs business types by means of allowing broader kinds of flying activities at the airports. Phase 1: Implementation of RP Approaches in Palma de Mallorca Phase 2: Implementation of RP Approaches in Barcelona Implementation of RP Approaches in Madrid EAIRE SPAI TIMIG Phase 1: 01/11/ /07/2017 (implementation starts in 11/2016) AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M links SP: SO 6/5 060AF1 EAIRE reference Geographic Database With Airspace Users, Airports, ASPs, Military OP: one 7

269 Annexes Content REFERECE UMBER TITLE Description 065AF1 EAV Geographic DB for Procedure Design MAI AF / SUB AF / Family AF 1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: To upgrade the EAV geographic database for procedure design suite based on two products developed by IDS (SIPRO and etod). To implement improvements to the solution currently used and help to execute the Electromagnetic Compatibility analyses to determine the expected radio-electric performances of the new navaids equipment (SIPRO). To validate a new technique for automatic feature extraction from Digital Orthophoto with the tool Electronic Terrain and Obstacle Database (etod). To use the tools above to implement with priority RP operations over the geographic applicability area identified within the PCP: LIRF and LIMC. EAV ITALY TIMIG 02/01/ /12/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS Subsequent Projects for RP Approach Implementation at LIRF and LIMC AF5 ITY ADQ M links SP: SO 6/5 OP:o reported plan for RP operations. 8

270 Annexes Content REFERECE UMBER TITLE Description 083AF1 AMA extended to en-route MAI AF / SUB AF / Family AF 1; Sub AF 1.1; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Upgrade M systems to cope with extended AMA requirements. Introduce in the network view and the collaborative OP, the information managed and shared with M system by local extended AMA systems (from airports / ASP s where available) Support the network coordination of extended AMA functions and provide, if necessary, the network view on extended AMA measures. The project is a key contributor to the following Strategic Objectives mentioned in the etwork Strategy Plan (SP): SO 4: Plan optimum capacity and flight efficiency SO 5: Facilitate business trajectories and cooperative traffic management SO 6: Fully integrate airport and network operations EUROCOTROL/ETWORK MAAGER BELGIUM TIMIG 01/01/ /06/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M links With Airspace Users, ASPs, EUROCOTROL, ECTL/M AF4 OP SP: ot assessed OP: ot assessed 9

271 Annexes Content REFERECE UMBER TITLE Description 091AF1 MAI AF / SUB AF / Family AF 1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Enhanced Terminal Airspace (TMA) using RP-Based Operations Objectives: The objectives of the project for Gatwick Airport are as follows: Introduce point merge Efficient BOGA Standard Instrument Departure (SID) Route Dual Precision Area avigation (P-RAV) routes with easterly and westerly arrival and departure routes to runway (RWY) 26 and 08, providing rolling respite Increase RWY capacity by introducing ADID SID Re-design SIDs and STARs to meet RP specifications As a result of these changes, the project would deliver the following benefits: Improvements in arrivals and departures stability Significant improvement in operational resilience Reduced fuel burn for airlines Reduced CO2 emissions (reduced track mileage) in line with Gatwick Airport and ATS carbon reduction targets Reduced noise impact for people on the ground through provision of rotating respite Delivery against requirements of S106 Legal Agreement Support the delivery of ATS 10% carbon emissions reduction target The project is divided into two Phases: Phase 1: Enhanced terminal airspace using P-RAV for all Standard Instrument Routes. Phase 2: Enhanced terminal airspace to meet RP specifications (out of scope of this IEA Call). Gatwick Airport Limited TIMIG 01/01/ /03/2018 AIRBORE ITERDEPEDECIES SYCHROIZATIO UK Phase 2 of this project 117AF5 Implementation of Initial SWIM Capability (AF5) across ATS, task AF1 London Airspace Management Program (LAMP) With Airspace Users, ASPs LIKS AF1, s-af 1.2, Family AF1, s-af 1.2, Family M links SP: SO 6/5, SO 9/4 OP: ERIP indirectly mentions this project. 10

272 Annexes Content REFERECE UMBER TITLE Description 104AF1 Lower Airspace optimization MAI AF / SUB AF / Family AF 1; Sub AF 1.1; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: This project aims to contribute to the PCP AF-1 Extended AMA and PB in high density TMAs, through the development and implementation of short term improvements for Stockholm TMA and the development of a roadmap for long term implementation. A complete set up of requirements for the design and use of the future terminal airspace for Stockholm A baseline and a defined long term forecast Well defined KPIs for the baseline and the future Implementation of short term measures within Stockholm TMA A long term implementation Plan (What, When) with the main purpose to: o Increase the general efficiency of operations in lower airspace (more efficient route structure, better use of the available space, better planning of movements) o Specifically increase efficiency by the removal of suboptimal solutions currently required to ensure safety, e.g. during missed approaches o Reduce environmental impact LFV SWEDE TIMIG 01/02/ /06/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO Subsequent Project for the long term optimization of the Lower Airspace With Airspace Users, Airports, ASPs, Military LIKS AF1, Sub AF 1.2, Family AF 3 M links SP: SO 6/5 OP: one 11

273 Annexes Content REFERECE UMBER TITLE Description 107AF1 MAI AF / SUB AF / Family AF 1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE First phase of RAV1 and RP-APCH approaches Amsterdam Schiphol (EHAM) Objectives: Publication and operational implementation of an RAV1 fixed inbound route to RWY 36R from ARTIP. Publication and operational implementation of an RAV1 fixed inbound route to RWY 18C from ARTIP to be flown as CDO. Publication and operational implementation of an RP APCH procedure to RWY 22 with vertical guidance. LVL ETHERLADS TIMIG 01/01/ /03/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO Second phase of RAV1 and RP-APCH approaches Amsterdam Schiphol (EHAM) With Airspace Users, Airports, ASPs LIKS AF 1; Sub AF 1.2; Family M links SP: SO 6/5, SO 9/4 OP: one 12

274 Annexes Content REFERECE UMBER TITLE Description 119AF1 Manchester TMA Re-Development MAI AF / SUB AF / Family AF1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Introduction of RAV1 SIDs (Standard Instrument Departure) and STARs (Standard Arrival Route) within the existing Manchester Terminal Manoeuvring Area (MTMA) in order to systemise the airspace infrastructure. The systemised airspace will : Exploit existing and future aircraft capabilities to fly precise trajectories (through use of Performance Based avigation PB), enabling greater flexibility in airspace design through closely spaced arrival and departure routes independent of ground-based navigation aids. Offer greater resilience against human error (pilot or controller), with fewer interactions between routes and a reduction in tactical interaction by controllers. o Reduced tactical intervention will offer a corresponding increase in capacity Locate routes where they best meet the needs of airports and flight profiles, making far better use of finite terminal airspace. Save fuel and reducing noise by enabling continuous descent approaches (CDAs) and continuous climb departures (CCDs) to be flown from/to significantly higher altitudes than available today. The revised RAV route infrastructure will align with LAMP (London Airspace Management Programme) requirements and maximise the benefits within the majority of the UK TMA. The Project is split into two phases: Phase 1: Project Definition (PD) from Jan 2012 December 2016 Goal: Develop PB designs for the Manchester TMA airspace, and surrounded impacted areas for Consultation in ovember 2015 and validation by December 2016 Phase 2: Implementation from December 2016 Q Goal: Implement the revised TCA designs into Operations subject to approval of CAA Consultation ATS TIMIG 01/01/ /11/2018 AIRBORE ITERDEPEDECIES SYCHROIZATIO UK 117AF5 Implementation of Initial SWIM Capability (AF5) across ATS, task AF1 London Airspace Management Program (LAMP) With Airspace Users, Airports, ASPs 13

275 Annexes LIKS M links SP: SO 6/5; SO 9/4 OP: Airport capacity constrained by TMA/Approach 14

276 Annexes Content REFERECE UMBER TITLE Description 120AF1 London Airspace Management Programme (LAMP) MAI AF / SUB AF / Family AF 1; Sub AF 1.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Produce systemised airspace design for the London TMA by using PB-based procedures and STARs facilitating RP-1 SIDs where required at London Airports Introduce greater efficiencies in the design of airspace to accommodate forecast demand and also facilitate Continuous Climb and Descent Operations minimising delay and realising fuel savings This application concerns the first implementation of the LAMP programme (Phase 1a), implementing that part of the London TMA affecting London City Airport and higher level resectorization and airspace modification within the TMA. The LAMP project will be delivered in a phased approach; the first deployment (Phase 1a) being delivered prior to the implementation of the key enabling project of raising the Transition Altitude (TA) to 18,000 feet from the current 6,000 feet. Subsequent phases of LAMP will be deployed after the TA change in ATS TIMIG 01/01/ /04/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS UK Subsequent Phases of this Project M links SP: SO 6/5; SO 9/4 With Airspace Users, Airports, ASPs, Military 117AF5 Implementation of Initial SWIM Capability (AF5) across ATS, task 4 091AF1 Enhanced Terminal Airspace using RP based Operations (Gatwick) OP: LAMP project is contained in OP. The project introduces RAV 1 in preparation of future RP1 introduction. 15

277 Annexes AF2 Airport integration and throughput Content Description REFERECE UMBER 008AF2 TITLE External Gateway System (EGS) implementation MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: EGS (External Gateway System) will connect the Tower and Approach ATS Units subsystems DIFLIS (Digital Flight Strip System) and ASTOS (A-SMGCS Airport Surface Movement and Guidance Control System) to the ATM Data Processing System. The EGS implementation contributes to AF2 of the PCP implementing rule as an enabler for future Electronic Flight Strip, DMA, CDM and A-SMGCS enhancements. The former ATM Data processing system VAS will be removed for end of life (EOL) reasons. PROJECT LEADER Austro Control MEMBER STATE Austria TIMIG 25/02/ /12/2015 AIRBORE ITERDEPEDECIES SYCHROIZATIO o LIKS AF 2; Sub AF 2.2; Family M-Links SP: SO6/4 & SO6/6 OP: Yes (Annex 5) 16

278 Annexes Content Description REFERECE UMBER 011AF2 TITLE Collaborative Decision Management (CDM) fully implemented MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: - CDM fully implemented in LOWW and certified by Eurocontrol - Process organisation established, considering all stakeholders involved and guaranteeing a sustainable CDM operation - Meaningful KPIs are constantly measured and used for improvement - Additional tasks contain Enhanced De-icing and the guarantee of a Degraded Mode in case of partial system failure PROJECT LEADER Austro Control MEMBER STATE AUSTRIA TIMIG 17/07/ /08/2016 AIRBORE ITERDEPEDECIES 077AF4 - Interactive Rolling OP SYCHROIZATIO With: ECTL/M LIKS AF 2; AF 4; Sub AF 2.1; Sub AF 4.2; Family 2.1.1; Family 2.1.4; Family 4.2.2; Family M-Links SP: SO6/4 OP: Yes (Annex 5) 17

279 Annexes Content Description REFERECE UMBER 018AF2 TITLE Enhancement of Airport Safety ets for Brussels Airport (EBBR) MAI AF / SUB AF / Family AF 2; Sub AF 2.5; Family PROJECT DESCRIPTIO Objectives: The main objective of this project is to upgrade the existing Airport Safety ets function, associated with the A-SMGCS system at Brussels Airport (EBBR), to obtain (or even exceed) the level of performance as envisaged under ATM functionality AF 2 as defined in the PCP Regulation (see AEX, section 2.1.5). Two related sub-projects are defined: - Sub-project 1: Validation and Operational introduction of the Advanced Safety ets function, developed by Belgocontrol, at Brussels Airport (Control Tower). - Sub-project 2: Further enhancement (by Belgocontrol) of the Advanced Safety ets function by adding a Taxi Route conformance monitoring functionality. - PROJECT LEADER BELGOCOTROL MEMBER STATE BELGIUM TIMIG 02/06/ /12/2016 AIRBORE ITERDEPEDECIES O SYCHROIZATIO With ASPs LIKS AF 2; Sub AF 2.2; Family M LIKS SP: SO6/6; OP: one; 18

280 Annexes Content Description REFERECE UMBER 022AF2 TITLE Vehicle Tracking System (VTS) MAI AF / SUB AF / Family AF2; Sub AF 2.5; Family PROJECT DESCRIPTIO Objectives: Goal Display position and identification of all vehicles entering maneuvering area on a regular basis on the groundradar display to controller. Motivation - Improve safety airport ground movements (additional safety net) - Comply with Level-1 A-SMGCS requirement (SES Legislation ESSIP initiative) PROJECT LEADER Brussels Airport MEMBER STATE BELGIUM TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES O SYCHROIZATIO With: ASPs LIKS AF 2; Sub AF 2.2; Sub AF 2.4; Family M LIKS SP: SO6/6; OP: one; 19

281 Annexes Content Description REFERECE UMBER 023AF2 TITLE SMA-Vehicle MAI AF / SUB AF / Family AF 2; Sub AF 2.2; Family PROJECT DESCRIPTIO Objectives: Upgrade and Extend the A-SMGCS L2 for all relevant ground vehicles moving on the manoeuvring area by providing new functionalities for the drivers: alerts, geo-fencing. PROJECT LEADER Aéroports de Paris: CDG Airport & ORLY Airport MEMBER STATE FRACE TIMIG 01/08/ /08/2017 AIRBORE ITERDEPEDECIES - 027AF2 - SMA-Airport - 048AF2 - SYSAT@CDG - 050AF2 - SYSAT@ORLY SYCHROIZATIO With: Airports, ASPs LIKS AF 2; Sub AF 2.5; Family AF 2; Sub AF 2.4; Family M LIKS SP : SO 6/6 OP: one 20

282 Annexes Content Description REFERECE UMBER 024AF2 TITLE SAIGA MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: Extend the capabilities of the airport resources management system : Stands, Gates, bridges, and Baggage claims, to : - Consolidate the Airport Operational Plan - Consolidate the Pre-departure sequencing and DMA capability - Optimize and increase the efficiency and performances of operations - Better support crisis situation and faster recovering PROJECT LEADER Aéroports de Paris: CDG Airport & ORLY Airport MEMBER STATE FRACE TIMIG 01/01/ /12/2015 AIRBORE ITERDEPEDECIES - 025AF2 - TSAT to the Gate; - 026AF2 - Evolutions CDM-CDG; - 027AF2 - SMA-Airport; - 129AF2 - CDM-Orly SYCHROIZATIO With: Airspace Users, Airports, ASPs, ECTL/M LIKS AF 2; Sub AF 2.1; Family AF 4; Sub AF 4.2; Family & Family M LIKS SP : SO 6/2 &SO 6/4 OP: one 21

283 Annexes Content Description REFERECE UMBER 025AF2 TITLE TSAT to the Gate MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: The use of VDGS/Displays is driven by 2 types of needs: - Consolidate the Pre-departure Sequence and enhance predictability by implementing highly recommended milestones: In-bloc (AIBT - milestone n 7 - Airport CDM Manual V4) and Off-bloc (AOBT- milestone n 15 - Airport CDM Manual V4). - Display key A-CDM information, such as TSAT, to all stakeholders located at the Gate: Airlines crews, Ground handler and Airport operator. Visual Display Guidance System (VDGS) units and Displays address sub AF 2.1 and associated Families: Consolidate Initial DMA capabilities Enhance Basic A-CDM Consolidate Initial Airport Operational Plan (AOP) umber of stands concerned : First Phase ( ) Second phase ( ) CDG CDG o 64 VDGS o 256 VDGS o 34 Displays o 136 Displays ORLY ORLY o 36 VDGS o 144 VDGS o 16 Displays o 64 Displays PROJECT LEADER Aéroports de Paris: CDG Airport & ORLY Airport MEMBER STATE FRACE TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES - 024AF2 - SAIGA; - 026AF2 - Evolutions CDM-CDG; - 027AF2 - SMA-Airport; - 129AF2 - CDM-Orly SYCHROIZATIO With: Airspace Users, Airports, ASPs, ECTL/M LIKS AF 2; Sub AF 2.1; Family 2.1.1; Family AF 2; Sub AF 2.5; Family M LIKS SP : SO 6/2 &SO 6/4 OP: one 22

284 Annexes Content Description REFERECE UMBER 026AF2 TITLE Evolutions CDM-CDG MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: Upgrade CDM@CDG airport tools (PDS and De-icing tool) to be more efficient and to enhance actual functionalities to respond to the requirements of operational staff. It directly responds to the pre requisite S-AF 2.1 though Family ("initial DMA capability") and Family (Basic A-CDM) - DPI improvements - TSAT stabilization - PL / Airport slot reconciliation - PDS/DMA interface - Training infrastructure - Variable Taxi Time calculation - De-icing tool improvements PROJECT LEADER Aéroports de Paris: Paris CDG Airport MEMBER STATE FRACE TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES - 024AF2 - SAIGA; - 025AF2 - TSAT to the Gate; - 027AF2 - SMA-Airport; - 048AF2 - SYSAT@CDG; - 077AF4 - Interactive Rolling OP SYCHROIZATIO With: Airspace Users, Airports, ASPs, ECTL/M LIKS AF 2; Sub AF 2.1; Family 2.1.1; Family AF 2; Sub AF 2.2; Family AF 4; Sub AF 4.2; Family 4.2.2; Family M LIKS SP : SO 6/4 OP: one 23

285 Annexes Content Description REFERECE UMBER 027AF2 TITLE SMA-Airport MAI AF / SUB AF / Family AF 2; Sub AF 2.2; Family PROJECT DESCRIPTIO Objectives: - Develop and integrate Airport Surface Management Tool which allows managing and monitoring information of the airfield area under the responsibility of the airport operator. o Enhance Initial AOP to airfield area o Improve Airport Safety ets functionalities o Facilitate A-SMGCS planning functions by improving predictability of Take-Off times - The system will share information with all stakeholders/systems and in particular with the ATC ASMGCS The system is currently used by the ATC tower supervisor and apron managers. PROJECT LEADER Aéroports de Paris: CDG Airport & ORLY Airport MEMBER STATE FRACE TIMIG 02/01/ /12/2016 AIRBORE ITERDEPEDECIES - 024AF2 - SAIGA; - 025AF2 - TSAT to the Gate; - 026AF2 - Evolutions CDM-CDG; - 048AF2 - SYSAT@CDG - 050AF2 SYSAT@ORLY - 129AF2 CDM-Orly SYCHROIZATIO With: Airspace users, Airports, ASPs LIKS AF 2; Sub AF 2.4; Family 2.2.1; Family 2.1.2; Family M LIKS SP : SO 6/2 &SO 6/4 OP: one 24

286 Annexes Content Description REFERECE UMBER 030AF2 TITLE Equipment of ground vehicles to supply the A-SMGCS MAI AF / SUB AF / Family AF 2; Sub AF 2.2; Family PROJECT DESCRIPTIO Objectives: - Supply the A-SMGCS with accurate information - Allow the efficient deployment of the A-SMGCS Level 1 & 2 by providing the location of the vehicle and the identification - Improve the safety on the platform with knowing the location of the vehicles and the possibility to identify runway incursion - Be compliant with the regulation PROJECT LEADER Aéroports de la Cote d Azur MEMBER STATE FRACE TIMIG 28/02/ /10/2015 AIRBORE ITERDEPEDECIES - 049AF2 - SYSAT@CE SYCHROIZATIO With: Airports, ASPs LIKS AF 2; Sub AF 2.5; Family AF 2; Sub AF 2.4; Family M LIKS SP : SO 6/6 OP: Advanced ATC Tower Implementation planned for 2015; DMA not available; AMA available. o reported CDM basic. 25

287 Annexes Content Description REFERECE UMBER 031AF2 TITLE Data exchanges with the Air avigation Service Provider MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: - Implement a new channel for data exchanges between us and the ASP - Improve the data exchanges (quality and quantity) - Create a common awareness of all operational situations - Through the improvement of the awareness, improve the management of adverse conditions and make the operations more efficient PROJECT LEADER Aéroports de la Cote d Azur MEMBER STATE FRACE TIMIG 25/11/ /07/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO With: Airports, ASPs LIKS AF 2; Sub AF 2.1; Family 2.1.1; Family M LIKS SP : SO 6/4 OP: Advanced ATC Tower Implementation planned for 2015; DMA not available; AMA available. o reported CDM basic. 26

288 Annexes Content Description REFERECE UMBER 032AF2 TITLE Data exchanges with the etwork Manager Operations Center MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: - Be part of the European etwork - Improve the real time data exchanges - Improve the operations efficiency at a local level and at a European one - Facilitate the flow and capacity management - Improve the situational awareness - Better anticipation of the different situations - Improve the management of normal and adverse conditions PROJECT LEADER Aéroports de la cote d Azur MEMBER STATE FRACE TIMIG 04/02/ /05/2016 AIRBORE ITERDEPEDECIES - 077AF4 - Interactive Rolling OP SYCHROIZATIO With: Airports, ASPs, ECTL/M LIKS AF 2; Sub AF 2.1; Family 2.1.1; Family AF 4; Sub AF 4.2; Family 4.2.2; Family M LIKS SP : SO 6/4, SO 6/2 OP: Advanced ATC Tower Implementation planned for 2015; DMA not available; AMA available. o reported CDM basic. 27

289 Annexes Content Description REFERECE UMBER 033AF2 TITLE Data exchanges with COHOR MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: - Obtain correct and on-time information for general aviation flights - Make the operations easier in order to better anticipate the management of the resources - Make the whole operations more efficient through an easier way to obtain automatically the information - As general aviation traffic is a big part of our whole traffic, the improvement of the management of this part allow a gain in the management efficiency for the whole traffic PROJECT LEADER Aéroports de la Cote d Azur MEMBER STATE FRACE TIMIG 15/09/ /04/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO With: Airports LIKS AF 2; Sub AF 2.1; Family 2.1.1; Family M LIKS SP : SO 6/4 OP: Advanced ATC Tower Implementation planned for 2015; DMA not available; AMA available. o reported CDM basic. 28

290 Annexes Content Description REFERECE UMBER 042AF2a TITLE A-SMGCS Düsseldorf MAI AF / SUB AF / Family AF 2; Sub AF 2.2; Family PROJECT DESCRIPTIO Objectives: The A-SMGCS-Düsseldorf project comprises the implementation of an A- SMGCS Level 2, including RIM function, at Düsseldorf Airport to improve runway safety and throughput and to support the provision of air traffic services and apron services. The project covers the following activities: - Replacing/exchanging the current primary sensor - Setting up the new cooperative sensor (MLAT) - Provision of the required infrastructure - Implementation of a tracker and a ground situation display - Safety assessments The realisation of this project will be the preparatory work for the further A-SMGCS Level 3 and 4. Implementation of the routing function is not part of the described project. PROJECT LEADER DFS MEMBER STATE GERMAY TIMIG 30/04/ /12/2019 AIRBORE ITERDEPEDECIES SYCHROIZATIO With: Airports LIKS AF 2; Sub AF 2.4; Family M-Links SP: SO6/6 OP: one 29

291 Annexes Content Description REFERECE UMBER 048AF2 TITLE MAI AF / SUB AF / Family AF 2; SUB AF 2.1; Family PROJECT DESCRIPTIO Objectives: In all CDG tower facilities (3 ATC + 2 apron cab) and Approach control room - introduce Electronic Flight Strip - provide new ASMGCS level 2 tracker with enhanced ground situation display including some level 3/4 functionalities - provide new Air Situation Display - provide new weather information, synoptic display and electronic documentation - increase information sharing among ATC actors and Airport handler especially regarding DMA and CDM processes - be ready for SESAR evolution Phase 1 ( ) : product acquisition and installation preparation Phase 2 ( ): installation in operational rooms PROJECT LEADER DSA MEMBER STATE FRACE TIMIG 01/01/ /12/2018 AIRBORE ITERDEPEDECIES - 023AF2 - SMA-Vehicle; - 026AF2 - Evolutions CDM-CDG; - 027AF2 - SMA-Airport; - 054AF2 - CDG2020 Step1 SYCHROIZATIO With: Airspace Users; Airports: ASPs LIKS AF 2; Sub AF 2.1; Family AF 2; Sub AF 2.2; Family AF 2; Sub AF 2.3; Family 2.1.2; Family AF 2; Sub AF 2.4; Family 2.1.2; Family 2.2.1; Family AF 2; Sub AF 2.5; Family 2.5.1; Family 2.1.2; Family M LIKS SP : SO6/6 OP: A-SMGCS (level 2): Available in TWR and APCH 30

292 Annexes Content Description REFERECE UMBER 049AF2 TITLE MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: In the Tower cab and Approach control room - provide ASMGCS level 1 capability before full SYSAT deployment - introduce Electronic Flight Strip - evolve ASMGCS to level 2 with enhanced ground situation display including some level 3/4 functionalities, - provide new Air Situation Display, - provide new weather information, synoptic display and electronic documentation, - be ready for SESAR evolution. Phase 1 ( ) : Acquisition, Deployment preparation Phase 2 ( ): Deployment, Training and transition PROJECT LEADER DSA MEMBER STATE FRACE TIMIG 01/01/ /07/2019 AIRBORE ITERDEPEDECIES - 030AF2 - Equipment of ground vehicles to supply the A-SMGCS SYCHROIZATIO With: ASPs, Airport LIKS AF 2; Sub AF 2.1; Family AF 2; Sub AF 2.2; Family AF 2; Sub AF 2.3; Family 2.1.2; Family2.3.1 AF 2; Sub AF 2.4; Family 2.1.2; Family 2.2.1; Family AF 2; Sub AF 2.5; Family 2.5.1; Family 2.1.2; Family M LIKS SP : SO6/6 OP: A-SMGCS (level 1): Ongoing Implementation. 31

293 Annexes Content Description REFERECE UMBER 050AF2 TITLE MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO In Tower cab and Approach control room - introduce Electronic Flight Strip, - provide new ASMGCS level 2 tracker with enhanced ground situation display including some level 3/4 functionalities, - provide new Air Situation Display, - provide new weather information, synoptic display and electronic documentation, - increase information sharing among ATC actors and Airport handler especially regarding DMA and CDM processes, - be ready for SESAR evolution. Phase 1 ( ) - ACQUISITIO - SYSTEM ADAPTATIO Phase 2 ( ): IMPLEMETATIO PROJECT LEADER DSA MEMBER STATE FRACE TIMIG 01/01/ /07/2019 AIRBORE ITERDEPEDECIES - 023AF2 - SMA-Vehicle; - 129AF2 - CDM-Orly; - 130AF2 - BOREAL-Orly SYCHROIZATIO With Airspace Users, Airports, ASPs LIKS AF 2; Sub AF 2.1; Family AF 2; Sub AF 2.2; Family AF 2; Sub AF 2.3; Family 2.1.2; Family AF 2; Sub AF 2.4; Family 2.1.2; Family 2.2.1; Family AF 2; Sub AF 2.5; Family 2.5.1; Family 2.1.2; Family M LIKS SP : SO 6/6 OP: A-SMGCS not reported. 32

294 Annexes Content Description REFERECE UMBER 054AF2 TITLE CDG2020 Step1 MAI AF / SUB AF / Family AF 2; Sub AF 2.5; Family PROJECT DESCRIPTIO Objectives: - Improve runway safety against runway intrusion - Improve runway throughput at peak arrival period A 2020 action plan has been set up to improve performance at CDG, following a balanced approach in the areas of safety and capacity. Step1 of the action plan is targeting improvement of the performance level at the horizon of 2017 by implementing new systems and procedures identified as quick wins. The deployment of those actions is coordinated with Aéroport de Paris (ADP) and the airport users. PROJECT LEADER DSA MEMBER STATE FRACE TIMIG 01/01/ /03/2017 AIRBORE ITERDEPEDECIES - 048AF2 - SYSAT@CDG; SYCHROIZATIO With Airspace Users, Airports, ASPs, EUROCOTROL LIKS AF 1; Sub AF 1.1; Family AF 2; Sub AF 2.3; Family M LIKS SP : SO6/6 OP: A-SMGCS (level 2): Available in TWR and APCH 33

295 Annexes Content Description REFERECE UMBER 057AF2a TITLE Fulfillment of the prerequisite EFS for the PCP AF2 Sub-Functionality: Airport Integration and Throughput (Phase A) MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: Partial fulfillment of the IR 716/2014 Pilot common project, and in special the AF2 functionality which identifies the use of EFS ( Electronic Flight Strip in the Tower domain) as a prerequisite for the following functions: - Departure management synchronized with pre-departure sequencing - Departure management integrating surface management constraints - Time based separation - Automated assistance to controller for surface movement planning and routing - Airport safety nets Family Electronic Flight Strip (EFS). Electronic Strip where all the information regarding instructions controller/pilot about flight plan, surveillance, etc., are integrated. The tool will ease the data input and display for the use of advanced tools like DMA, A-SMGCS and CDM. There will be two EFS operation modes, according to the operational complexity of the airport: 1. Based on lists. The information contained in the flight strip will be available in different lists and windows of the system 2. Based on labels. In airports with surface surveillance systems, the relevant flight strip information will be displayed (apart from the lists and windows) in the corresponding flight label It will require the development of a dynamic simulation system for training purposes. The following Spanish airports will implement Electronic Flight Strip: 1. Adolfo Suárez Madrid-Barajas 2. Barcelona El Prat 3. Palma de Mallorca This proposal includes all the development activities, to be carried out from 2014 to 2016, prior to the operational validation of the new function. The operational validation and deployment of the functionality in the above mentioned airports will be performed 2017 onwards. PROJECT LEADER EAIRE MEMBER STATE SPAI TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, Airports, ASPs LIKS AF 2; Sub AF 2.2; Sub AF 2.3; Sub AF 2.4; Sub AF 2.5; Family M LIKS SP: SO 6/5 & SO 6/6; OP: one; 34

296 Annexes Content Description REFERECE UMBER 058AF2a TITLE Fulfillment of the prerequisite A-SMGCS 2 for the PCP AF2 Sub- Functionality: Airport Integration and Throughput (Phase A) MAI AF / SUB AF / Family AF 2 ; Sub AF 2.2 ; Family PROJECT DESCRIPTIO Objectives: Partial fulfillment of the IR 716/2014 Pilot common project, and in special the AF2 functionality which identifies the implementation and deployment of A-SMGCS 2 as a prerequisite for the Airport Safety ets function. EAIRE s Family A-SMGCS 2 will focus on Runway Incursion Alerts. The function shall integrate the surveillance information (regarding all relevant aircraft and vehicles on the area) and controller runway related clearances, to generate and distribute the appropriate alerts. The following Spanish airports will implement Runway Incursion Alerts based on A-SMGCS 2 : 1. Adolfo Suárez Madrid-Barajas 2. Barcelona El Prat 3. Palma de Mallorca This proposal includes all the development activities, to be carried out from 2014 to 2016, prior to the operational validation of the new function. The operational validation and deployment of the functionality in the above mentioned airports will be performed 2017 onwards. PROJECT LEADER EAIRE MEMBER STATE SPAI TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO With : Airspace Users, Airports, ASPs LIKS AF2 ; Sub AF 2.3 ; Sub AF 2.4 ; Sub AF 2.5 M LIKS SP: SO 6/6; OP: ASMGCS Level 1 available in LEMD; On-going implementation Level 1 in LEBL; ASMGCS Level 1 available in LEPA; 35

297 Annexes Content Description REFERECE UMBER 064AF2 TITLE EAV Airport System upgrade MAI AF / SUB AF / Family AF 2; Sub AF 2.5; Family PROJECT DESCRIPTIO Objectives: The main objective is to increase the efficiency and safety of operations at Malpensa and Fiumicino, the two main Italian airports, by improving the surveillance coverage, quality and accuracy in order to extend its capabilities over the all movement area (including most of the suitable apron areas), with a view to implement functionalities that shall facilitate and enable the deployment of Airport Safety ets as requested within Reg. 716/2014 The enhancement of surveillance is needed in order to fully satisfy the requirements for ASMGCS level 1 and for laying down the bases for ASMGCS Level 2. In particular, the aim of this project is to achieve the Implementation of A-SMGCS level 2 at Malpensa airport and full A- SMGCS level 1 at Fiumicino airport. The project modularity will reflect the different requirements at airport level, allowing each working package to be further decomposed in different modules. In particular the surveillance functionality will be improved through: - The implementation of a new multi-sensor data fusion that will be able to integrate all the contributions coming from different surveillance sensors (ADS-B, Multilateration, SMR,) - The enhancement of the current Surface Movement Radar (SMR) - the upgrade of the Multilateration system (MLAT), enhancing the actual coverage by adding and integrating other MLAT ground stations. The new tower system will provide the : - Electronic Flight Progress Strips (EFPS). - ew Airport Surveillance Data presentation - Basic safety (Conflicting clearances through the use of EFPS). PROJECT LEADER EAV MEMBER STATE ITALY TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES O SYCHROIZATIO With Airport, ASPs LIKS AF 2; Sub AF 2.1; Family M LIKS SP : SO 6/5 & SO 6/6 ; OP: In LIMC, A-SMGCS (level 1): Ongoing Implementation. WIP in progress with Italian CAA to define A-SMGCS level 1. In LIRF, ASMGCS not reported ; 36

298 Annexes Content Description REFERECE UMBER 086AF2 TITLE A-CDM Extension MAI AF / SUB AF / Family AF2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: - Enhancement of the pre-departure sequencing (PDP Family Basic A -CDM) by: o Considering minimum departure intervals (MDI) on standard instrument departures (SID) o facilitating a demand & capacity balance capability - Implementation of a de-icing element enabling Airport CDM for adverse conditions (PDP Family Basic A-CDM) PROJECT LEADER FRAPORT MEMBER STATE Germany TIMIG 01/03/ /02/2016 AIRBORE ITERDEPEDECIES 077AF4 - Interactive Rolling OP SYCHROIZATIO With ASP, ECTL / M LIKS AF 4; Sub AF 4.2; Family 4.2.2; Family M-Links SP: SO6/4 OP: A-CDM available 37

299 Annexes Content Description REFERECE UMBER 087AF2a TITLE Apron Controller Working Position MAI AF / SUB AF / Family AF 2; Sub AF 2.4; Family PROJECT DESCRIPTIO Objectives: Fraport AG is responsible for apron management services at Frankfurt Airport and as such subject to a number of provisions in Commission Implementing Regulation (EU) o 716/2014 ( Pilot Common Project ). These are: Departure Management Synchronised with Pre-Departure Sequencing (in particular with regard to variable taxi-times ), Departure Management integrating Surface Management Constraints ( routing ), Automated Assistance to Controller for Surface Movement Planning and Routing, Airport Safety ets and Essential prerequisites. The latter concern particularly A- SMGCS Level 1 and 2, EFS and DMA. Consequently, the implementation project is linked to the following sections of the Preliminary Deployment Programme (PDP): - SMGCS Level 1 (Surveillance) (Family (A-SMGCS Level 1/2)), - SMGCS Level 2 (Alerting) (Family (A-SMGCS Level 1/2) and Family (Airport Safety ets Associated with A-SMGCS Level 2)), - A-SMGCS Level 2+ (Routing) (S-AF 2.4 (Automated Assistance to Controller for Surface Movement Planning and Routing)) and - as a prerequisite EFS (Family Electronic Flight Strips (EFS)). Underlying objectives of the project are: - The implementation of an Advanced Surface Movement Guidance and Control System (A-SMGCS) providing routing, guidance and surveillance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all weather conditions while maintaining the required level of safety. - The routing and planning function shall calculate the most operationally relevant route as free as possible of conflicts which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement. - The apron controller working position shall allow the controller to manage surface route trajectories. - The flight data processing system shall be able to receive planned and cleared routes assigned to aircraft and vehicles and manage the status of the route for all concerned aircraft and vehicles. - The system shall also be complemented by a function providing controllers with appropriate alerts when potential conflicts primarily on taxiways and intrusions to restricted areas are detected. Conflicts on runways are of secondary interest in this implementation project as the runway system is controlled by the local Air avigation Service Provider. - The controller working position shall host warnings and alerts with an appropriate human-machine interface (HMI) including support for cancelling the alert. 38

300 Annexes - Digital systems, such as electronic flight strips (EFSs), shall integrate the instructions given by the controller with other data such as flight plan, surveillance, routing, published rules and procedures PROJECT LEADER FRAPORT MEMBER STATE GERMAY TIMIG 01/01/ /12/2016 (Part 1) AIRBORE ITERDEPEDECIES SYCHROIZATIO With: ASP LIKS AF 2; Sub AF 2.1; Sub AF 2.2; Sub AF 2.5; Family 2.1.1; Family 2.1.2; Family 2.5.1; Family M-Links SP: SO6/6 OP: A-SMGCS (level 1): Available in TWR. Electronic Strips: Available in TWR and APP 39

301 Annexes Content Description REFERECE UMBER 088AF2 TITLE Airport Safety et: Mobile Detection of Air Crash Tenders MAI AF / SUB AF / Family AF 2; Sub AF 2.5; Family PROJECT DESCRIPTIO Objectives: - Equipage of Air Crash Tenders with a Moving Map based on A- SMGCS surveillance data - Identification of deviations from routes and procedures of Air Crash Tenders (PDP Family Airport Safety ets associated with A-SMGCS Level 2) - Improvement of situational awareness of Air Crash Tenders (PDP Family Airport Safety ets associated with A-SMGCS Level 2) - Early prediction of situations that would end up in hazardous situations (PDP Family Airport Safety ets associated with A-SMGCS Level 2) PROJECT LEADER FRAPORT MEMBER STATE Germany TIMIG 01/07/ /12/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M-Links SP: SO6/6 OP: A-SMGCS (level 1): Available in TWR. Electronic Strips: Available in TWR and APP 40

302 Annexes Content Description REFERECE UMBER 092AF2 TITLE Enhanced Departure Management integrating airfield surface assets MAI AF / SUB AF / Family AF 2; Sub AF 2.5; Family PROJECT DESCRIPTIO Objectives: The high-level objectives of the project are as follows: - Achieve 100% equipage of ground service vehicles with tracking technology - Increase airside safety by providing visibility of appropriate vehicles and equipment to Air Traffic Control Tower - Enable further implementation of Airport Safety ets (ATM Sub-Functionality 2.5) - Improve taxi conflict prediction to reduce number of stop-andgo taxiing - Improve efficiency of airside operations by providing real-time information about location of ground service equipment and vehicles to Ground Handling Agents (GHAs) and Airport Flow Centre PROJECT LEADER Gatwick Airport Limited MEMBER STATE UK TIMIG 01/03/ /12/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO With: Airports LIKS AF 2; Sub AF 2.2; Family M LIKS SP: SO 6/6 ; OP: A-CDM fully implemented; 41

303 Annexes Content Description REFERECE UMBER 094AF2 TITLE Time-Based Separation for Final Approach MAI AF / SUB AF / Family AF 2; Sub AF 2.3; Family PROJECT DESCRIPTIO Objectives: The high-level objectives of the project are as follows: - Implement initial spacing monitor to support air traffic controller to deliver optimum separation between arriving aircraft - Improve utilization of existing RWY capacity - Increase landing rates, especially during strong headwind conditions and reduce arrival and knock-on delays PROJECT LEADER Gatwick Airport Limited MEMBER STATE UK TIMIG 30/01/ /12/2016 AIRBORE ITERDEPEDECIES 120AF1 - London Airspace Management Programme (LAMP) SYCHROIZATIO With: Airspace Users, Airports, ASPs LIKS AF 1; Sub AF 1.1; Family M LIKS SP: SO 6/5 ; OP: ot available; 42

304 Annexes Content Description REFERECE UMBER 097AF2 TITLE Time Based Separation MAI AF / SUB AF / Family AF 2; Sub AF 2.3; Family PROJECT DESCRIPTIO Objectives: - Deployment of Time-based separation (TBS) at Heathrow Airport in order to address the biggest single cause of delay to Heathrow arrivals - strong headwinds on final approach. - Time Based Separation is expected to reduce this delay by as much as 50% of all strong wind regulations applied at Heathrow (equating to c.20% reduction in overall Heathrow ATFM delay) with a projected benefit to the airlines in the range 6m to 7.5m per annum. Any reduction in spacing during strong wind conditions will not result in aircraft being closer than minimum radar separation of 2.5nm. As noted by Eurocontrol the European etwork Manager, London Heathrow airport remained a delay hot spot in 2013 due to our significant impact to aircraft operations under adverse weather conditions. Strong winds is the most impacting condition to Heathrow flights operations thus knocking on to wider global operations. The TBS concept aims to improve resilience to the impact of high head wind conditions by: - Reducing the cost of wind-related arrival delay - Improving the consistency of spacing (for wake pairs) (TBS) is a pioneering new system plus operational methodology aimed at organizing the separation of arriving aircraft at Heathrow by time instead of distance. This will radically cut flight delays and reduce cancellations due to high headwinds. Supported in the Airports Commission s interim report in December 2013, the delivery of TBS comes after three years of exhaustive analysis from co-members of the Single European Sky Research ATM Research and development programme (SESAR). The introduction of a time-based separation method at Heathrow will help maintain the landing rate under strong headwind conditions and thus deliver an average improvement of 4 flights per hour beyond today s rate. Every year halving the current delay figure under strong wind conditions while significantly reducing the need for airlines to cancel flights due to the effects of strong headwinds. PROJECT LEADER Heathrow Airport Limited MEMBER STATE UK TIMIG 01/01/ /12/2015 AIRBORE ITERDEPEDECIES 120AF1 - London Airspace Management Programme (LAMP) SYCHROIZATIO With: Airspace Users, Airports, ASPs LIKS AF 1; Sub AF 1.1; Family M LIKS SP: SO 6/5; OP: ot available; 43

305 Annexes Content Description REFERECE UMBER 099AF2 TITLE Initial Airport Operational Plan (AOP) MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: Airfield Flow Management The key improvement area is the production of a rolling airfield plan with added layers or resilience and architectural consolidations. The AOP is an up-to-date plan or on the day schedule with pre-tactical provisions from the pre-tactical DCB (covered under another call submission within AF4). It is the airfield part of the Airport Operations Plan (AOP), known here as the airfield plan. The solution builds on the pre-requisite ACDM Concept and tooling and expands inline with the future SESAR APOC/AOP concept. By sharing this rolling plan with the Airport Operations Centre (APOC) and other stakeholders, the use of resources can be optimized. The production of a common and optimized rolling airfield plan will cover three main steps: - The ability to create a plan (based initially on the schedule, updated with the latest information) that can be shared among all stakeholders. - The ability to evaluate and then update the airfield plan using different scenarios (known as Demand Capacity Balancing, DCB) to optimise it. - The ability to take into account user preferences in all operational circumstances and not only during disruptions, as is the case today. This is known as User Driven Prioritisation Process (UDPP). The vision for the airport and stakeholders to operate in line with a rolling airfield plan which is up to-date and reflects external factors and user preferences will be a major cultural change. In Summary an AOP is: - An integrated operating environment to improve efficiency, effectiveness and resilience against disruptions - A common shared truth to facilitate timely and focused collaborative decision making - Empowering the workforce to make a real difference with the right information at the right time Why AOP? - To aide decision making in complex landscape of airport operations - To optimise allocation of limited Airport resources - To support enhanced passenger experience PROJECT LEADER Heathrow Airport Limited MEMBER STATE UK TIMIG 01/09/ /12/2015 AIRBORE ITERDEPEDECIES - 073AF5 - SWIM Common Components - 082AF5 - SWIM compliance of M systems SYCHROIZATIO With Airspace Users, Airports, ASPs, EUROCOTROL/M LIKS AF 4; AF 5; Sub AF 4.2; Sub AF 5.5; Family 4.2.1; Family 4.2.2; Family 4.2.3; Family M LIKS SP: SO 6/2; OP: There are currently no agreed plans for capacity expansion at Heathrow. Opportunities to increase the resilience (as opposed to the capacity) of the Heathrow operation continue to be explored; 44

306 Annexes Content Description REFERECE UMBER 100AF2 TITLE Airport Safety ets associated with A-SMGCS Level 2 - Preparation for SMA MAI AF / SUB AF / Family AF 2; Sub AF 2.5; Family PROJECT DESCRIPTIO Objectives: - Concept of Operation has been developed to clarify the AGL and field infrastructure component design and architecture requirements for an integrated ASMGCS level 4/5 Surface manager (SMA). - A holistic Options analysis and selection process is being undertaken to assess the functional and safety integrity requirement of the Ground Movement Control System as a system design that is fully congruent and potentially preintegrated with the ASMGSC4/5 Surface Manager. - Primary Cable specification, distribution and operational architecture is being surveyed to scope design and installation of an airfield-wide GMCS primary cabling matrix to allow floating separation and necessary system integrity for automatic/.semi-automatic operation. - Existing AGL system architecture is undergoing resilience and communication architecture modification to allow for validation testing of floating separation and seamless operational transition to the new GMCS/SMA function. PROJECT LEADER Heathrow Airport Limited MEMBER STATE UK TIMIG 01/01/ /12/2015 AIRBORE ITERDEPEDECIES O SYCHROIZATIO With: Airports, ASPs LIKS AF 2; AF 2.2; Sub AF M LIKS SP: SO 6/6; OP: A-SMGCS (level 2) is available in TWR; 45

307 Annexes Content Description REFERECE UMBER 103AF2 TITLE Standardization of A-SMGCS MAI AF / SUB AF / Family AF 2; Sub AF 2.2; Family PROJECT DESCRIPTIO Objectives: With this project Copenhagen Airport will upgrade the existing A-SMGCS to a newer and standardized version. The standardization of the existing A-SMGCS will facilitate the future procurement of ad-on modules necessary for the implementation of the A-SMGCS advanced functions, cf. point 2 of the Annex to the PCP regulation 716/2014. Furthermore, it will enable Copenhagen Airport to enter into a partnership with other EU airports, which are also looking to upgrade to the standardized expansion module to A-SMGCS. The project is also part of Copenhagen Airport s strategy Expanding CPH, which objective is to facilitate the expected future growth in operations at Copenhagen Airport. PROJECT LEADER Køpenhavns Lufthavne A/S MEMBER STATE DEMARK TIMIG 01/12/ /11/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO With ASPs LIKS M-Links SP: SO6/6 OP: A-SMGCS (level 2): Available in TWR and APP. Electronic Strips: Available in TWR and APP 46

308 Annexes Content Description REFERECE UMBER 108AF2 TITLE Electronic Flight Strips at Schiphol TWR MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: - Digital flight data processing at Schiphol Towers and the Tower simulator - Safer and more efficient handling of ground traffic - Efficient and flexible data distribution and data sharing - Enabler for safety support systems - Enabler for CDM extension of functionalities Description: - Work Package 1: Project Management - Work Package 2: Tender Organisation - Work Package 3: Electronic Flight Strip Application - Work Package 4: Console Adjustments - Work Package 5: Transition The overall expected results after EFS is operational with particular reference to the ATM Performance contribution: - A digital tower environment with a digital data flow (so without paper flight strips); - Identical tower working positions with cleaned up and simplified consoles; - A flexibility gain in allocating functions to working positions and extending the amount of working positions; - A quieter working environment (speechless co-ordination, less standing up and walking in the tower, printing noises, etc.). These results will lead to less working errors (thus an increase in safety) and a more efficient use of both data and ATC personnel in the ATM process at the tower. It is an enabler for a lot of planned future activities like safety net functions, conflict detection, data sharing, enhanced CDM, automation of specific functions, enhanced A-SMGCS, etc. PROJECT LEADER LVL MEMBER STATE etherlands TIMIG 01/09/ /01/2018 AIRBORE ITERDEPEDECIES 109AF2 - Airport CDM implementation Schiphol SYCHROIZATIO LIKS M-Links SP: SO6/5 & SO6/6 With Airports AF 2;Sub AF 2.1; Sub AF 2.3; Sub AF 2.2; Sub AF 2.5; Family 2.1.1; Family 2.1.3; Family 2.2.1; Family OP: Electronic Strips: Ongoing Implementation in TWR 47

309 Annexes Content Description REFERECE UMBER 109AF2 TITLE Airport CDM implementation Schiphol MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: Airport CDM implementation according to Eurocontrol guidelines consisting of 2 major parts: Local Airport CDM - Real time CDM data presentation to pilots and handlers - CDM for adverse conditions - Development of an HMI presentation for SUC - CDM Trials - Process and procedure development and implementation - (Local) CDM information sharing Connection to Eurocontrol MOC - Connecting the local CDM process to the MOC - allow exchange of DPI messages in accordance with Eurocontrol specifications PROJECT LEADER Schiphol ederland B.V. (AAS) MEMBER STATE ETHERLADS TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES 077AF4 - Interactive Rolling OP SYCHROIZATIO With ASP, ECTL/M LIKS AF 2; AF 4; AF 5;Sub AF 2.1; Sub AF 2.5; Sub AF 4.2; Sub AF 5.5; Family 2.1.1; Family 2.1.4; Family 2.5.1; Family 4.2.2; Family 4.2.3; Family M-Links SP: SO 6/5 & SO 6/6 OP: CDM Local Project Manager (PM) established Gap Analysis: completed Memorandum of Understanding: Done Implementation: not finalised 48

310 Annexes Content Description REFERECE UMBER 115AF2 TITLE A-SMGCS Renewal of the Surface Movement Radar (BORA) MAI AF / SUB AF / Family AF 2; Sub AF 2.2; Family PROJECT DESCRIPTIO Objectives: The Surface Movement Radar enables exact positioning including identification of all aircraft and other vehicles on all relevant operation areas. The original system was purchased and installed in 2003 and has thus concluded an uninterrupted operating time of 10 years. Main parts of this much differentiated technology are no longer available to order, which means a continued and operationally necessary maintenance can no longer be guaranteed. Only the specified modernization will enable a continuous availability of the operationally essential SMR, and thus avoid security relevant gaps in the service. PROJECT LEADER Munich Airport MEMBER STATE GERMAY TIMIG 24/01/ /12/2015 AIRBORE ITERDEPEDECIES SYCHROIZATIO With ASPs LIKS M-Links SP: SO 6/3 & SO 6/4 In the short term and long term, the Surface Movement Radar shall enable the following objectives: - The departure sequence at the runway shall be optimized according to the real traffic situation reflecting any change off-gate or during taxi to the runway. - Thus enabled, A-SMGCS shall provide optimized taxi by monitoring of real surface traffic and by considering updated taxi times in departure management regardless of meteorological or other impacting conditions. In a further step, planned routing and planning function free as possible of conflicts which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement. This protect supports Family A-SMGCS Level 1/2. OP: Basic SMR is available in TWR and APP. A-SMGCS (level 1) available in TWR and APP 49

311 Annexes Content Description REFERECE UMBER 129AF2 TITLE CDM-Orly MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: - Upgrade PDS for sharing information with DMA, - Implement De-icing tool for improving operational efficiency - Share essential information, such TSAT, on the CDM Website for all stakeholders These functionalities contribute directly to the pre-requisite S-AF 2.1 "Departure Management synchronized with Pre Departure sequencing", through Family "Initial DMA capability" and Family "Basic A- CDM" : - PDS upgrades / DMA/PDS interface integration - De-icing manager tool upgrades - CDM Website upgrades PROJECT LEADER Airports de Paris: Orly Airport MEMBER STATE FRACE TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES - 050AF2 - SYSAT@ORY - 077AF4 - Interactive Rolling OP SYCHROIZATIO With Airspace Users, Airports, ASPs, ECTL/M LIKS AF 2; Sub AF 2.1; Family 2.1.1; Family AF 2; Sub AF 2.2; Family AF 4; Sub AF 4.2; Family 4.2.2; Family M LIKS SP : SO 6/4; SO 6/6 OP: Advanced ATC Tower implemented. M will continue to provide support towards A-CDM implementation - planned for Q

312 Annexes Content Description REFERECE UMBER 130AF2 TITLE BOREAL- Orly MAI AF / SUB AF / Family AF 2; Sub AF 2.2; Family PROJECT DESCRIPTIO Objectives: - Improve safety by upgrading knowledge of surface state and reaction time. - Enabler to sub-functionalities defined into the IR 716/2014: A- SMGCS Level 1/2 (2.2.1) SAF 2.5/2.4 Boreal is the control and visualization station of the state of the runways and taxiways lights in Paris-Orly. Replacement of existing equipment is designed to enhance the robustness and the level of knowledge of information on state of the lights, in order to improve the reaction time of operational maintenance team and to upgrade or extend the tools which allow managing and monitoring information of the airfield area. PROJECT LEADER Aéroports de Paris: Orly Airport MEMBER STATE FRACE TIMIG 01/02/ /12/2016 AIRBORE ITERDEPEDECIES - 050AF2 - SYSAT@ORY - 077AF4 - Interactive Rolling OP SYCHROIZATIO With Airports, ASPs LIKS AF 2; Sub AF 2.5; Family M LIKS SP : SO 6/6 OP: A-SMGCS not reported. 51

313 Annexes Content Description REFERECE UMBER 135AF2 TITLE Ryanair RAAS Programme MAI AF / SUB AF / Family AF 2; Sub AF 2.5; Family PROJECT DESCRIPTIO Objectives: Implement aircraft systems contributing to airport safety nets. (ref: Family 2.5.2) The objective is to equip all Ryanair aircrafts with Honeywell Runway Awareness and Advisory Systems (RAAS) to improve situational awareness, reduce the risks of runway incursion, runway confusion and runway excursions and thus contribute to the overall airport safety net for high-density airports. Airport safety nets consist of the detection and alerting of conflicting ATC clearances to aircraft and deviation of vehicles and aircraft from their instructions, procedures or routing which may potentially put the vehicles and aircraft at risk of a collision. The main benefit is related to the increase of runway usage awareness, and consequently an increase of runway safety. On-board systems and technology uses airport data coupled with on-board sensors to monitor the movement of an aircraft around the airport and provide relevant information to the flight crew. Further applications of on-board systems are related to continuous monitoring of aircraft landing performance, providing pilots with a realtime, constantly updated picture. The on-board systems detect potential and actual risk of collision with other traffic during runway operations and provide the Flight Crew with the appropriate alert. An on-board airport safety net will improve safety in runway operations, mostly at airports where no safety net is provided to controllers. PROJECT LEADER Ryanair MEMBER STATE IRELAD TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES O SYCHROIZATIO With Airspace Users LIKS O M LIKS SP: SO 6/6; OP: one; 52

314 Annexes Content Description REFERECE UMBER 136AF2 TITLE A-CDM Optimization MAI AF / SUB AF / Family AF 2; Sub AF 2.1; Family PROJECT DESCRIPTIO Objectives: Although Airport Collaborative Decision Making Optimization Project covers several areas that can be attributed to basic A-CDM the focus is primarily on optimization of Information Sharing which is one of the cornerstones in the milestone approach process described in the A-CDM Manual. The detailed purpose of the project is - to facilitate cooperation between different organizations while raising the quality of information dissemination at Stockholm Arlanda Airport and at etwork Manager Operations Centre (MOC). - The distribution of information will only be recorded once - Online information will replace the estimated values. - The quality of operational flight data will increase by making data available online - Improve the quality of "Departure Progress Information" to MOC The main steps are: - Development and introduction a WEB-interface. - Development and introduction of an Flight Operational APP - Develop and introduce a CDM portal - System integration - Introducing Flight information at GATE and STAD PROJECT LEADER Swedavia MEMBER STATE SWEDE TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES 077AF4 - Interactive Rolling OP SYCHROIZATIO With, ECTL/M LIKS AF 2; AF 4; AF 5; Sub AF 2.1; Sub AF 2.5; Sub AF 4.2; Sub AF 5.5; Family 2.1.1; Family 2.1.4; Family 2.5.1; Family 4.2.2; Family 4.2.3; Family M-Links SP: SO 6/3 & SO 6/4 OP: Local Airport CDM Implementation: Yes. Integration of Airports into the network (DPI, FUM): FUMs are used. DPI Operational Evaluation (testing): Current Status for DPI: Short Delay. Planned for Q

315 Annexes Content Description REFERECE UMBER 137AF2a TITLE Enhancement of Airport Safety ets at Stockholm Arlanda Airport MAI AF / SUB AF / Family AF 2; Sub AF 2.2; Family PROJECT DESCRIPTIO Objectives: - Improve the performance of the surveillance function of the A- SMGCS system at Stockholm Arlanda airport, in order to enable to provision of high-quality, reliable surveillance data for integration in the advanced Airport Safety ets function. - Keep the implementation of the surveillance function up-todate to enable future expansion of the ASMGCS system, to enable future functionality of the A-SMGCS system and to ensure interoperability with new components in the future. The main steps to reach this objective are: - Upgrade of SMR stations - Enhancement of Airport Safety ets - Operational validation and introduction of Airport Safety ets PROJECT LEADER Swedavia MEMBER STATE SWEDE TIMIG 01/08/ /06/2017 AIRBORE ITERDEPEDECIES 136AF2 - A-CDM Optimization SYCHROIZATIO With ASPs LIKS AF2; Sub AF 2.1; Sub AF 2.5; Family 2.1.1; Family 2.1.3; Family M-Links SP: SO 6/6 OP: A-SMGCS (level 1) is available in TWR A-SMGCS (level 2) implementation is on-going. Electronic Strips: Available in TWR and APP. 54

316 Annexes AF3Flexible ASM and Free Route Content REFERECE UMBER TITLE Description 004AF3 AZA Traffic Flow Restriction (TFR) LIDO planning system MAI AF / SUB AF / Family AF 3; Sub AF 3.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: TFR (Traffic Flow Restriction) is a LIDO FLIGHT LUFTHASA SYSTEMS module that allows integrating traffic flow restriction document (RAD) and the EUP/UUP into the flight planning process within Lido/Flight. The RAD is the document published by Central Flow management Unit (CFMU) of EUROCOTROL and describes routes on which restrictions are imposed for a specific period. By this Lido tool Alitalia will be able to plan usually closed segments (CDR) obtaining in this way important optimization to company routes and also be able to catch the opportunity to plan over new segments whose availability will be unveiled day by day. The main objectives are: Improve the route efficiency pursuing the minimum cost (Total cost = fuel costs + ATC costs + time cost). Automation on the research of the best routing Research of the best routing looking at the daily availability of DCT and RAD restriction removal Reduction of CO2 and other emissions due to optimized flight plans. Alitalia ITALY TIMIG 01/05/ /04/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M links SP: direct link with: SO 5/1 Enable 4D trajectories at planning level, in cooperation with airspace users and ASPs an indirect link with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible). OP: The etwork Operation Plan (OP) does not directly address the requirements and plans for Airspace Users. 55

317 Annexes Content REFERECE UMBER TITLE Description 005AF3 AZA Free Flight Direct Optimization MAI AF / SUB AF / Family AF 3; Sub AF 3.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The feature Free Flight Direct Optimization lets users define arbitrary waypoints by their coordinates and dynamically trigger a calculation of the missing segment between the newly defined Free Flight waypoint and any other Free Flight or system-known waypoint, or between two systems known waypoints. The feature can be used as part of the regular flight planning process. It is also suitable for the modification of reclearance procedures or as in flight assistance. With the aid of graphical maps, flight dispatchers can visualize and evaluate a given calculated route, select a waypoint, replace it with a Free Flight waypoint, eliminate waypoints deemed superfluous and reconnect the Free Flight waypoint with existing route objects. The application plots the missing segment between a designated Free Flight waypoint and the designated next waypoint. Main objective is: Improve the route efficiency pursuing the minimum cost (Total cost = fuel costs + ATC costs + time costs). Reduction of CO2 and other emissions due to optimized flight plans. Alitalia ITALY TIMIG 01/05/ /05/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M links SP: direct link with: SO 5/1 Enable 4D trajectories at planning level, in cooperation with airspace users and ASP; an indirect link with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible). OP : The etwork Operation Plan (OP) does not directly address the requirements and plans for Airspace Users 56

318 Annexes Content REFERECE UMBER Description 015AF3 TITLE LARA integration in CAAC 2 MAI AF / SUB AF / Family AF 3; Sub AF 3.1; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Providing ATCO s (Air Traffic Controller) with military information about areas reservation in order to optimise the use of airspace Automate the display of airspace reservation in the EUROCAT (in the ODS (Operational input and Display System) of the FDP (Flight Data Processing) system) Provide information about status of airspace reservation in the ADIDS-c (Aeronautical Data Information Display System) BELGOCOTROL BELGIUM TIMIG 01/01/ /01/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M links SP: direct links with SO 3/2 (Implement Advanced Flexible Use of Airspace), SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization) OP: It is addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS) as the airspace management (advanced FUA) measure and Technical Measures (minor upgrades of CAAC 2 system) for capacity enhancement in 2015/

319 Annexes Content REFERECE UMBER Description 020AF3 TITLE Borealis Free Route Airspace (Part 1) MAI AF / SUB AF / Family AF 3; Sub AF 3.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The Borealis Alliance will implement Free Route Airspace (FRA) within the EFRA region that consists of the two functional airspace blocks (FAB) of Denmark-Sweden and orth European Functional Airspace Block (Estonia, Finland, Latvia, orway). Free Route Airspace is a key element of the Pilot Common Project and EFRA is a cross-border inter- FAB region of Europe. This project will be broken down into airspace design, fast and real-time simulations and finally implementation. A second part is planned at a later stage to cover also the airspaces of UK, Ireland and Iceland BOREALIS Alliance ot applicable TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, ASPs, ECTL/M LIKS AF3; Sub AF3.2, Family AF3; Sub AF3.2, Family M links AF4; Sub AF 4.1, Family AF4; Sub AF 4.2, Family AF4; Sub AF 4.2, Family AF4; Sub AF 4.4; Family SP: SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible) ; SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization as required for FRA deployment) ; SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination) ; SO 4/1 (Modernise the local/fab system capabilities including ATC planning functions and Controller tools procedures) for AVIOR and LGS. OP: This project is addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS) as the airspace/ free route airspace measure for capacity enhancement in time slot by AVIAIR, EAS, Finavia, IAA, AVIOR, LFV and ATS ; the technical measures for capacity enhancements in time slot by AVIAIR, EAS, LGS, IAA, AVIOR, LFV and ATS 58

320 Annexes Content REFERECE UMBER TITLE Description 053AF3 4-Flight deployment in DSA pilot ACCs MAI AF / SUB AF / Family AF 3; Sub AF 3.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Replace the current operational CAUTRA ATM System for Reims and Marseille ACCs and major APP, by a modern SESAR compliant and interoperable full ATM system based on the brand new Coflight Flight Data Processing System (FDPS), in order to increase DSA s performance Support the implementation of the European ATM Master Plan for France and of the SESAR concept Comply with the Single European Sky (SES) and FABEC rules Switch to stripless environment and up-to-date technologies Reduce total cost of ownership, by sharing development and evolution costs and risks for the new system, with other ASP partners DSA FRACE TIMIG 01/07/ /12/2018 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M links SP: direct links with SO 4/1 (Modernise the local/fab system capabilities including ATC planning functions and Controller tools procedures). OP: This project is addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS) as Technical measure for capacity enhancement by the deployment of new ATM system (4-flight) by Reims and Marseille ACCs in

321 Annexes Content REFERECE UMBER TITLE Description 056AF3 ASM tool Implementation MAI AF / SUB AF / Family AF 3; Sub AF 3.1; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Air Space Management (ASM) tool implementation is a prerequisite for Free Route Airspace Implementation of AF3 Flexible Airspace Management and Free Route of the Commission Implementing Regulation (EU) o 716/2014 on the establishment of the Pilot Common Project (PCP) supporting the implementation of the European Air Traffic Management Master Plan. The EUROCOTROL LARA ASM tool will: enhance Civil-Military ATM performance; provide real-time exchange of airspace management data; enhance situational awareness facilitates collaborative decision-making improve safety EAS ESTOIA TIMIG 01/01/ /07/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, ECTL/M LIKS AF 4; Sub AF 4.2 M links SP : SO 3/2 (Implement Advanced Flexible Use of Airspace) SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization). OP: This project is addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS) as the procedural measures for capacity enhancement in

322 Annexes Content REFERECE UMBER TITLE Description 063AF3 EAV implementation of Free Route MAI AF / SUB AF / Family AF3; Sub AF 3.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The project aims to implement free route operations in Italy through a seamless integration of the four Italy ACCs enabling airspace users to flight-plan their preferred trajectories within the whole Italian airspace. The deployment will address both technical systems and operational airspace design and procedures. EAV and BLUE MED FAB partners have been implementing Free Route Airspace concept according to the agreed BLUE MED FAB Implementation Programme, within which the Free Route Airspace concept will be applied in all its stages: from the implementation of night DCTs, up to more ambitious Free Route scenarios on regional scale. The project aims to implement free route operations in Italy through a seamless integration of the four Italy ACCs enabling airspace users to flight-plan their preferred trajectories within the whole Italian airspace. The deployment will cover technical systems, operational airspace design and procedures addressing the following objectives: Enable users preferred trajectories within whole Italian airspace Upgrade of ATM Systems Seamless integration of four Italy ACCs ATS-route network optimization, including arrival and departure procedures Sectors adaptation to accommodate the changes in traffic flows where needed EAV ITALY TIMIG 01/01/ /12/2017 AIRBORE ITERDEPEDECIES 095AF3 Implementation of FRA in Greece SYCHROIZATIO With Airspace Users, ASPs, ECTL/M LIKS AF3; Sub AF 3.1, Family AF3; Sub AF3.2; Family 3.2.1, AF 4; Sub AF4.1; Family M links SP: direct links with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible); SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination); SO 4/1 (Modernise the local/fab system capabilities including ATC planning functions and Controller tools procedures). Content REFERECE UMBER OP: This project is addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS) as free route airspace measure for capacity enhancement in time slot by 4 Italian ACCs Technical measure by the deployment of MTCD by 4 Italian ACCs in Description 080AF3 61

323 Annexes TITLE ASM and A-FUA implementation MAI AF / SUB AF / Family AF 3; Sub AF 3.1; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Improve etwork performance and support a better utilisation of the Free Route Airspace and fixed route structure through enhanced ASM processes and tools Enhance performance driven ASM/ATFCM processes (including those ATS processes that are linked to the ASM/ATFCM processes); Introduce more dynamic and flexible ASM/ATFCM/ATS processes; Production of key performance indicators for AFUA EUROCOTROL / etwork Manager Belgium TIMIG 01/01/ /06/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS AF 3.1; AF 3.2 With Airspace Users, ASPs, Military M links SP: SO 3; SO 4; SO 5 OP: 62

324 Annexes Content REFERECE UMBER TITLE Description 081AF3 M DCT/FRA Implementation and support MAI AF / SUB AF / Family AF 3; Sub AF 3.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: This project contributes directly to the implementation of AF3 / S-AF3.2 Free Route: Family Upgrade M Systems to support Direct Routing Operation (DCT) Family Implement Direct Routes The project allows to : Ensure and co-ordinate the gradual implementation, in a harmonized way, of Free Route Airspace, including DCT based, throughout the European airspace. Adapt M systems to cope with Free route developments The project is a key contributor to the following Strategic Objectives mentioned in the etwork Strategy Plan (SP): SO 3 : Implement a seamless and flexible airspace SO 4: Plan optimum capacity and flight efficiency SO 5: Facilitate business trajectories and cooperative traffic management EUROCOTROL/ETWORK MAAGER BELGIUM TIMIG 01/01/ /06/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, ASPs LIKS AF 4; Sub AF 4.2 M links M inputs provided through the normal channels as any other implementing stakeholder. 63

325 Annexes Content REFERECE UMBER TITLE Description 095AF3 Implementation of FRA in Greece MAI AF / SUB AF / Family AF 3; Sub AF 3.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: HASP and BLUE MED FAB partners have been implementing Free Route Airspace concept according to the agreed BLUE MED FAB Implementation Program, within which the Free Route Airspace concept will be applied in all its stages: from the implementation of night DCTs, up to more ambitious Free Route scenarios on regional scale. The project aims to implement free route operations in Greece through a seamless integration of the two Greek ACCs enabling airspace users to flight-plan their preferred trajectories within the airspace of HELLAS UIR. The deployment will cover technical systems, operational airspace design and procedures addressing the following objectives: Enable users preferred trajectories within the airspace of HELLAS UIR Upgrade of ATM Systems Seamless integration of two Greek ACCs ATS-route network optimization, including arrival and departure procedures Sectors adaptation to accommodate the changes in traffic flows where needed HCAA GREECE TIMIG 01/11/ /12/2016 AIRBORE ITERDEPEDECIES 063AF3 - EAV implementation of flexible ASM and Free Route SYCHROIZATIO With Airspace Users, ASPs, ECTL/M LIKS AF3, Sub AF3.2, Family AF 4; Sub AF 4.2 M links SP: direct links with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible); SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination); SO 4/1 (Modernise the local/fab system capabilities including ATC planning functions and Controller tools procedures). OP: This project is addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS) as free route airspace measure for capacity enhancement in time slot by Athens and Makedonia ACCs; Technical measure by the deployment of a new ATM system by Athens and Makedonia ACCs( ). 64

326 Annexes Content REFERECE UMBER TITLE Description 102AF3 Free route airspace from the Black Forest to the Black Sea MAI AF / Sub AF / Family AF 3; Sub AF 3.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: development of the cross-border FRA concept within FAB CE validation of the cross-border FRA concept within FAB CE development of the FRA concept intra-fab CE (throughout the FAB) validation of the FRA concept intra-fab CE (throughout the FAB) increase airspace capacity reduce the environmental footprint via flexible/shorter routes improve the sustainability of aviation HUGAROCOTROL HUGARY TIMIG 01/09/ /04/2017 AIRBORE ITERDEPEDECIES 063AF5 - EAV implementation of flexible ASM and Free Route SYCHROIZATIO With Airspace Users, ASPs, ECTL/M LIKS AF3; Sub AF3.2, Family AF 4; Sub AF 4.2 M links SP: This project has indirect links with SP SO, as it does not address the deployment but the preparatory activities for deployment: SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible);so 3/3 (Implement appropriate crossborder airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization as required for FRA deployment) ; SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination) ; SO 4/1 (Modernise the local/fab system capabilities including ATC planning functions and Controller tools procedures). OP: This project is addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS) as Free route airspace measure for capacity enhancement in time slots by Austro Control, Croatia Control, AS CR, LPS SE and Slovenia Control. HungaroControl already deployed fully FRA within The Budapest FIR airspace but did not refer in their capacity plans for FABCE FRA deployment. BHASA capacity plans are not addressed by OP as ATS provision above FL 325 is delated to Serbia and Croatia and their respective ASPs; the technical measures for capacity enhancements in time slot by Austro Control, Croatia Control, AS CR, LPS SE and Slovenia Control. 65

327 Annexes Content REFERECE UMBER TITLE Description 122AF3 MAI AF / SUB AF / Family AF 3; AF 3.1 ; Family PROJECT DESCRIPTIO PROJECT LEADER Family AV Portugal - Initial ASM tool to support AFUA Objectives: Airspace Management (ASM) and Advanced Flexible Use of Airspace (A- FUA) aims to provide the possibility to manage airspace reservations more flexibly in response to airspace user requirements. Changes in airspace status shall be shared with all concerned users, in particular etwork Manager, air navigation service providers and airspace users (Flight Operations Centre/Wing Operations Centre (FOC/WOC)). ASM procedures and processes shall cope with an environment where airspace is managed dynamically with no fixed-route network. Data-sharing shall be enhanced by the availability of airspace structures in support of a more dynamic ASM and Free Routing Airspace (FRA) implementation. FRA is the airspace defined laterally and vertically, allowing free routing with a set of entry/exit features. Within this airspace, flights remain subject to air traffic control. ASM solutions shall support all airspace users, including enabling the alignment of FRA, Conditional Route (CDR) and published Direct Routing (DCT). These ASM solutions shall be based on forecast demand received from the local Air Traffic Flow and Capacity Management (ATFCM) function and/or the etwork Manager. Establish a collaborative civilmilitary airspace planning at Lisbon FIR integrated on the European etwork level through an integrated Airspace Management/Air Traffic Flow Capacity Management (ASM/ATFCM) process and an extended planning phase into the day of operations. Ensure full exploitation of capacity becoming available through the identification of efficient combinations of areas allocation, routes availability, including CDRs, and Lisbon ACC sector configurations able to cope with traffic demand. The process will be applied also for improving the planning activities related to the updates to airspace status. Foster a consistent application of the Flexible Use of Airspace (FUA) Concept across the European network, and support a safe, efficient and accurate flow of ASM data. The improved planning process refers to the use of specific procedures allowing Airline Operators (AOs) to optimise their flight planning in order to achieve a more efficient utilization of available airspace through more dynamic responses to specific short notice or real-time airspace status changes, requirements and route optimization at the pre-tactical and/or tactical levels. Develop, validate and implement ASM/ATFCM processes, procedures and supporting tools at national, subregional and the European etwork level to ensure that airspace is used more flexibly, capacity is better balanced and predictability is enhanced through greater adherence to planned activities as a result of better planning and notification. Ultimately, the ASM operations continue until the real-time activation of airspaces in the Lisbon ACC or routes (below FL 240, since above that level the FIR airspace is full free route). The alignment between both ASM/ATFCM processes shall continue to ensure the assessment of the network impact, the identification of flights affected by real-time modifications, as well as the timely dissemination of the decisions. Airspace uses (allocations, activations, deactivations) are issued from the ASM tools (LARA,) via B2B. av Portugal 66

328 Annexes MEMBER STATE PORTUGAL TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, ECTL/M LIKS AF3; Sub AF 3.2; Family AF4; AF5, sub AF5.3; Family M links SP: direct links with SO 3/2 (Implement Advanced Flexible Use of Airspace); SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization). OP: This project that aims to deploy LARA tool by the end of 2016 is not addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS). 67

329 Annexes Content REFERECE UMBER TITLE MAI AF / SUB AF / Family PROJECT DESCRIPTIO Description 131AF3 1st part of the upgrade of the P_21 PEGASUS system to SESAR functionalities - Test and Validation Platform AF 3; Sub AF 3.2; Family3.2.1 Objectives: The P_21 system transition to itec has the following objectives: Deployment of Preliminary Deployment Plan functionalities of the ATM System, mostly the ATM. Functionality 3 - Flexible Airspace Management and Free Route (Family 3.2.1), with references to: o Pilot Common Project Technical Annex for the AF 03: Airspace Management and Advanced Flexible Use of Airspace: The ATC system shall support flexible configuration of sectors so that their dimensions and operating hours can be optimized according to the demands of the OP The system shall allow a continuous assessment of the impact of changing airspace configurations on the network ATC systems shall correctly depict the activation and de-activation of configurable airspace reservations and the change of a volume of airspace from a fixed route network to FRA The ASM, ATFCM and ATC systems shall securely interface in a way that allows the provision of air navigation services based on a common understanding of the airspace and traffic environment. The ATC systems shall be modified to enable this functionality to the extent necessary to comply with Regulation (EC) o 552/2004, point 4 of Part A of Annex II Free Route - ATC systems shall implement the following: Flight data processing system, including HMI, to manage trajectory/flight planning without reference to the fixed ATS network Flight planning systems to support FRA and crossborder operations ASM/ATFCM to manage FRA for FRA, Medium Term Conflict Detection (MTCD) including Conflict Detection Tools (CDT), Conflict Resolution Assistant (CORA), Conformance Monitoring, and APW for dynamic airspace volumes/sectors; Trajectory prediction and de-confliction shall support an automated MTCD tool adapted to operate in FRA airspace and, when required, on DCT Flight Data Processing System (FDPS) shall support FRA, DCT and A-FUA The controller working position shall support the operating environments, as appropriate o Baltic FAB COOPS FRA (Free Route Airspace) The deployment of FRA will initially require the introduction of a number of key enablers - System support enhancement for the purposes of flight 68

330 Annexes PROJECT LEADER MEMBER STATE PASA planning, flight data processing, flight data display and exchange, coordination, conflict detection and resolution; Deployment at the same time of elements of other ATM Functionalities: o Enable the ATM System to support RP operations (Family 1.2.3) o Electronic Flight Strips (Family 2.1.2) o Interface to MS (Family 4.2.3) o FDP system adaptation to interface with OP (Family 4.4.1) o ATM system adaptation to support AIXM 5.1 (Family 5.3.2) o FDPS upgrade preparing for IOP Flight Object exchanges (Family 5.6.1) Alignment of the PEGASUS ATM system to further joint development within the itec cooperation and with the FAB partner POLAD TIMIG 01/09/ /02/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO With ASPs, ECTL/M LIKS AF3; Sub AF3.1, Family AF 1, AF 4, AF 5; Family 1.2.3, Family 2.1.2, Family 4.2.3, Family 4.4.1, Family 5.3.2, Family M links SP: The project has direct links with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible); SO 3/2 (Implement Advanced Flexible Use of Airspace); SO 4/1 (Modernise the local/fab system capabilities including ATC planning functions and Controller tools procedures); OP: This project is not addressed by OP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLAS) as the PASA listed only the data link system improvement as the technical measures for capacity enhancement. 69

331 Annexes AF4 etwork Collaborative Management Content REFERECE UMBER TITLE Description 062AF4 MAI AF/ SUB AF/ Family AF 4, Sub AF 4.2, Family PROJECT DESCRIPTIO EAV initiative for the identification of etwork Collaborative Management requirements Objectives: EAV will develop a study in order to identify all requirements and provisions to meet the demands set for AF4 under Reg. 716/2014. The study will identify measures in order to implement: Optimized management of traffic demand, including highlevel/peak hours traffic requests. Some enhancement through reduction in controller workload. Enhanced by improved sharing of the network situation Better use of the available network capacity Increased through suppression of flight ATFM regulations thanks to local ATFCM measures with the same ATC sector manning Small benefits through improved use of the airport and airspace capacity resulting from a better knowledge of the airspace availability and of the traffic demand. Reduction of costs induced by delays Reduction of flight delays Enhanced through use of cost effective tools to access network information instead of expensive local tools or procedures and through the improved capacity PROJECT LEADER MEMBER STATE EAV ITALY TIMIG 01/01/ /12/2017 AIRBORE ITERDEPEDECIES 063AF3 - EAV implementation of flexible ASM and Free Route 066AF5 - EAV AIS system Upgrade to support AIXM AF4 - ATFCM measures (STAM) 079AF4 - Trajectory accuracy and traffic complexity SYCHROIZATIO With ASPs, M LIKS AF4,SubAF4.1, Family AF4,SubAF4.2, Family AF4,SubAF4.4, Family AF4,SubAF4.4, Family AF3,SubAF3.1, Family AF3,SubAF3.2, Family AF3,SubAF3.2, Family AF5,SubAF5.3, Family M links SP : SO4/1, SO4/2, SO4/3, SO5/1, SO5/4 OP:Marginal with OP annex 5 (ACC traffic forecast and capacity plan) with a reference to the improved ATFCM process (including STAM) by 4 Italian ACCs 70

332 Annexes Content REFERECE UMBER TITLE Description 077AF4 Interactive Rolling OP MAI AF/ SUB AF/ Family AF 4; Sub AF 4.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Extension and improvement of the process referred to as the interactive rolling OP. Replacing the existing interfaces (OP Portal, CHMI and EHMI) into a single interface Provision of the common interface to all Stakeholders to enable the collaborative decision making processes used to build and execute the etwork Operations Plan. The project is a key contributor to the following Strategic Objectives mentioned in the etwork Strategy Plan (SP): SO 4: Plan optimum capacity and flight efficiency SO 5: Facilitate business trajectories and cooperative traffic management EUROCOTROL/ETWORK MAAGER BELGIUM TIMIG 01/01/ /06/2017 AIRBORE ITERDEPEDECIES 078AF4 ATFCM measures (STAM) 081AF3 - M DCT/FRA Implementation and support 082AF5 - SWIM compliance of M systems SYCHROIZATIO LIKS AF4;SubAF4.2; Family AF4;SubAF4.1; Family AF3;Sub AF 3.2; Family AF3Sub AF 3.2; Family AF5;Sub AF 5.3; Family M LIKS With Airspace Users; Airports; ASPs; EUROCOTROL; MET SP: SO4, SO5 OP: Yes 71

333 Annexes Content REFERECE UMBER TITLE Description 078AF4 ATFCM measures (STAM) MAI AF/ SUB AF/ Family AF 4; Sub AF 4.1; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: Minimizing ATFCM delay by reducing the need for ATFCM regulations and its impact on operations. Improve the balance between demand and available capacity through cooperation between ATFCM and ATS processes, through targeted measures on (an) individual flight(s). Delivery of a complete package of system support and operational procedures, to enable the harmonised and effective deployment of Short Term ATFCM Measures throughout the European airspace. Support the network coordination between stakeholders and provide the network view for the elaboration, decision and execution of STAM measures. Provide the collaborative environment to stakeholders during the elaboration, decision and execution of STAM measures. The project is a key contributor to the following Strategic Objectives mentioned in the etwork Strategy Plan (SP): SO 4: Plan optimum capacity and flight efficiency SO 5: Facilitate business trajectories and cooperative traffic management EUROCOTROL/ETWORK MAAGER BELGIUM TIMIG 01/01/ /06/2017 AIRBORE ITERDEPEDECIES 077AF4 - Interactive Rolling OP 062AF4 - EAV initiative for the identification of etwork Collaborative Management requirements 083AF1 - AMA extended to en-route SYCHROIZATIO With Airspace Users, Airports, ASPs LIKS AF4;SubAF4.2; Family AF1; Sub AF 1.1; Family M LIKS SP: SO4/ SO5 OP: Yes 72

334 Annexes Content REFERECE UMBER TITLE Description 079AF4 Trajectory accuracy and traffic complexity MAI AF/ SUB AF/ Family AF 4; Sub AF 4.4; Family PROJECT DESCRIPTIO Objectives: This IP addresses the Family FDP System adaptation and EFD (EFTMS flight data message) and contributes to the S-AF4.4 Automated Support for Traffic Complexity Assessment. The accuracy of demand assessment will be significantly improved by the use of the Extended Flight Plan (EFPL) in the planning phase, meaning a Flight Plan enriched with detailed trajectory and flight performance information. This will also positively impact the ETFMS flight data (EFD) messages process. The better accuracy of the initial trajectory information provided by M will improve traffic predictability in general, and more specifically facilitate the traffic complexity assessment both at local and central level. The implementation of etwork Traffic Scenario management tools at M level will also directly contribute to manage traffic complexity. Improved trajectory/constraint accuracy/awareness will also result in potential improvements to flight efficiency. PROJECT LEADER MEMBER STATE EUROCOTROL/ETWORK MAAGER BELGIUM TIMIG 01/01/ /06/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO 062AF4 - EAV initiative for the identification of etwork Collaborative Management requirements With Airspace Users, Airports, ASPs, EUROCOTROL LIKS AF4,SubAF4.1, Family M LIKS SP: SO5 OP: Yes 73

335 Annexes Content REFERECE UMBER TITLE Description 123AF4 Family AV Portugal Interface to MS AFP MAI AF/ SUB AF/ Family AF 4; Sub AF 4.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The purpose of this national project (action), on the Lisbon FIR, is to contribute for the European wide objectives of the IR 716/2014 AF#4, namely on the Improvement of the collaboration between the M and AS providers, airports and airspace users in flight plan filing. The Lisbon FIR ATM system should automatically provide AFP message for: o Missing flight plan o Change of route o Diversion o Change of flight rules or flight type o Change of requested cruising level o Change of aircraft type o Change of aircraft equipment. The APL and ACH messages sent by IFPS and AFP messages are automatically processed av Portugal PORTUGAL TIMIG 01/05/ /03/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M LIKS M SP: SO4/1, SO4/2 OP: Annex 5 74

336 Annexes AF 5 Initial SWIM Content REFERECE UMBER TITLE Description 006AF5 ATM Data Quality (ADQ) MAI AF / SUB AF / Family AF 5; Sub AF 5.3; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The project aims to migrate Austro Control s aeronautical data base to support AIXM 5.1, ensuring the data quality to be high enough to be compatible with System Wide Information Management (SWIM). This migration will support the enhancement of security, data integrity and capacity, as well as promotion of ATM automation. The proposed action is therefore instrumental to the fulfilment of the requirements according to ICAO Annex15 and ESSIP IF05, as well as for creating the basis for a smooth implementation of SES/ADQ, more specifically aiming at: Compliance to ICAO Annex 15 and Commission Regulation (EU) o 73/2010 ensured Validation and integrity checks introduced Workflow management system introduced to the service delivery management domain (SDM) Stream for internal and external data delivery digitalized ational legislation aligned AUSTROCOTROL AUSTRIA TIMIG 01/01/ /12/2015 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airports LIKS AF 1/Sub AF 1.2/ Family AF 1/Sub AF 1.2/ Family AF 1/Sub AF 1.2/ Family AF 3/ Sub AF 3.2/ Family AF 3/ Sub AF 3.2/ Family AF 4/Sub AF 4.2/ Family AF5/Sub AF 5.3/ Family M links SP: SO 2/5 OP:o link 75

337 Annexes Content REFERECE UMBER TITLE Description 009AF5 MAI AF / SUB AF / Family Family PROJECT DESCRIPTIO Integrated Briefing System ew (IBS) Objectives: AIDA (Aeronautical Information Data-handling-system Austria)/Integrated Briefing System (IBS) Legacy System (technology end of life as well as software architecture) replaced EAD customized (EAD - European Aeronautical Database) implemented Connection to existing Austro Control infrastructure (network, working positions, ECITs EAD Connection Interface Terminal, BF (Briefing Facility)-Box, IBS Web services etc.) ensured Data from legacy system transferred AIDA/IBS legacy system cut out and sub-provider contracts cancelled OPS (operations) training (AIM/VFSS) and briefing of technical personnel (ACG Service Control Center and experts) conducted agios and Trouble Ticket System inserted EAD customized set in operation after successful FAT and SAT DELIVERABLES AD MILESTOES Description: Austro Control s Integrated Briefing Legacy System has reached end of life (of the technological product cycle)and needs to be replaced. The new briefing service will be prepared to be compliant with the System- Wide Information Management (SWIM) architecture. The upgrade of AIS services shall be seen as a SWIM prerequisite by using EAD core services (reference is made to ESSIP IF 05) ew briefing functions introduced by the new system include: Graphical display (FPL Flight Plan & OTAM otification to airman) Mobile devices Meteorological (MET) web interface Webshop Deliverables: Execution Phase - Meeting minutes, project reports Finalization Phase - Project closedown report Process In voices - Paid invoices Verify contracts - Verified contracts Revise Service Level - Agreements Revised SLAs Start BF-box - BF-box connected and ready for operation Provide VFSS WP (Citrix) - Working positions installed and ready for operation Configure network/monitoring - etwork ready for operation and monitoring available Provide MET - Services Interface control document - web service definition language (WSDL) implemented Revise Contingency Procedures - Updated Contingency Procedures Revise Manuals - Updated Manuals Revise SCC Procedures - Updated SCC Procedures Test MET connection - Test protocols Test performance - Test protocols 76

338 Annexes PROJECT LEADER MEMBER STATE Assure continuous testing - According to test plan conducted and protocols Organize FAT - Test plan Conduct FAT - FAT Protocol Organize SAT- Test plan Conduct SAT - SAT Protocol Create training plan - Training Plan Implement training - Training documentation Participant certificates Create and implement concepts for data migration - Migration concepts, Migration plan, Migration documentation and verification Plan release - Release plan documents Implement release - Release certification Requirement Spec. Tax for Webshop - Requirement specification document Compile marketing concept - Marketing concept Inform customers - Mailings, meetings, events, etc Create folders and posters - Marketing material Decommission facilities - Decommissioning report Conduct asset retirement - Updated asset management register Milestones: Procurement and contracts completed FAT successfully conducted SAT successfully conducted Certificate received ew system is operational Customers are informed AIDA/IBS legacy system decommissioned Austro Control AUSTRIA TIMIG 01/01/ /11/2015 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, ASPs, ECTL / M, MET LIKS AF 4; Sub AF 4.2; Family M links SP: SO 2/5 OP:o link 77

339 Annexes Content REFERECE UMBER TITLE Description 014AF5 MPLS WA project MAI AF / SUB AF / Family AF 5; Sub AF 5.1; Family PROJECT DESCRIPTIO Objectives : In the context of the Common Backbone etwork Group (Germany, Belgium, Luxembourg and the etherlands), the RAPET (Regional Aeronautical Packet switched ETwork) is currently used by these ASP s to connect to the PES (Pan- European etwork System). The evolution of this inter-asp network is based on MPLS (MultiProtocol Label Switching) and Belgocontrol needs to implement a compatible networking infrastructure. The specific goals of MPLS WA project are: to create a secure and performing IP-based Ground-Ground communication network for the transfer of both operational data (Radar, Voice, Meteo, Aeronautical and Flight Information) and administrative data (LA and Telephony) to share the different Belgocontrol applications on the network with the required data integrity; to replace current SDH (Synchronous Digital Hierarchy) based by an MPLS based Wide Area etwork (WA). The project will allow compliance with EU 409/2013 and 716/2014 PROJECT LEADER BELGOCOTROL MEMBER STATE BELGIUM TIMIG 17/11/ /06/2018 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airports, ASPs, MET LIKS M links SP: SO 6/5, SO 9/4 OP: AMA projects are mentioned in OP for many FABEC ASPs. 78

340 Annexes Content REFERECE UMBER TITLE Description 016AF5 Initial WXXM Implementation on Belgocontrol systems MAI AF / SUB AF / Family AF 5; Sub AF 5.4; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The main objectives of this project are: Enabling the Brussels Regional OPMET DataBank (RODB) to: o Receive and store ICAO OPMET data in IWXXM (ICAO Meteorological Information Exchange) format; o handle requests from users and to exchange ICAO OPMET data in IWXXM format; Enabling the issuance of Belgian OPMET data in IWXXM format to ensure conformity with the envisaged Amendment 77 to ICAO Annex 3; Enabling the Belgocontrol ATS Messages Handling system (AMHS) to support exchange of messages in XML (Extensible Markup Language) data formats (IWXXM, ) BELGOCOTROL BELGIUM TIMIG 01/01/ /11/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M links SP: SO 2/5 With Airspace Users, ASPs, MET OP:o 79

341 Annexes Content REFERECE UMBER TITLE Description 040AF5 ADQ Aeronautical Data Quality MAI AF / SUB AF / Family AF 5; Sub AF 5.3; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The project consists of DFS migration of their relevant IT systems to AIXM5.1. The Project ADQ is the focal point for all technical issues Reg.73/2010 and establishing AIXM5.1-ability, which will allow: receiving in conformity with Reg. 73/2010 aeronautical data in AIXM5.1 format, exchange data between internally databases in AIXM5.1 format and also providing external entities with aeronautical data in the AIXM5.1 format. In consultation with the German authority BAF, the implementation will be proved by ECTL Specification as Means of Compliance (MoC). One of these ECTL specifications for compliance of AIXM5.1 is the documentation of - Aeronautical information Exchange (Aix) DFS GERMAY TIMIG 01/10/ /12/2016 AIRBORE ITERDEPEDECIES 041AF5 - EASI - EAD AIM System Integration 084AF5 - Implementation of Prerequisites for the Provision of Aerodrome Mapping Data and Airport Maps as Data Originator (Aeronautical Information Exchange) SYCHROIZATIO With Airports LIKS AF 1; Sub AF 1.2; Family 1.2.2, Family M links SP: SO 2/5 OP: o 80

342 Annexes Content REFERECE UMBER TITLE Description 041AF5 EASI - EAD AIM System Integration MAI AF / SUB AF / Family AF 5; Sub AF 5.3; Family PROJECT DESCRIPTIO Objectives: The DFS project EASI will replace the current DFS system DIAS by the centrally provided EAD system in the context of AIS/ARO functions. This step to a centralised system enables the direct provision of DFS OTAM and flight plan information via this centralised service. As soon as implemented on the EAD, this DFS information will be available in AIXM-5.1-format and DFS will directly input this data in AIXM The abdication of a DFS-specific AIS-system reduces the complexity for the launch of AIXM-5.1 as the number of interfaces and especially parallel AIXM-5.1- implementations is limited. The effort to implement AIXM-5.1 on an internal system can then be spent to support the AIXM-5.1-implementation by EUROCOTROL on the central system. The migration to the central EAD-system is performed by the usage of standard- EAD-terminal-clients and EAD-standard-interfaces. PROJECT LEADER MEMBER STATE DFS GERMAY TIMIG 05/08/ /07/2018 AIRBORE ITERDEPEDECIES 040AF5 - ADQ Aeronautical Data Quality SYCHROIZATIO With Airspace Users, ASPs, EURO COTROL,ECTL / M LIKS AF 4/ Sub AF 4.2/ Family 4.2.2, AF 5/ Sub AF 5.3/ Family M links SP: SO 2/5 OP: o link 81

343 Annexes Content REFERECE UMBER TITLE Description 059AF5 MAI AF / SUB AF / Family AF 5; Sub AF 5.2; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Implementation and operation of an IP-based G/G data communication network in EAIRE Objectives: Evolution of the existing EAIRE s aeronautical data network (REDA) in order to ensure an agreed level of Ground-Ground interconnectivity between EAIRE ATSUs and stakeholders as required to facilitate information exchange with the communication requirements of new applications (SWIM based). This evolution will include voice and data integration and Alignment of REDA technology with the current and future state-of-the-art. Benefits are expected through Reduction of maintenance and operation costs. The scope of the project includes deployment of the new network infrastructure in ACCs and remote sites (TWRs, radar and radio stations, etc.), user integration into new infrastructure, training and Safety studies and continuous supervision of the deployed network infrastructure. EAIRE SPAI TIMIG 01/01/ /12/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M links SP: SO 8/3 With Airspace Users, Airports, ASPs, MET OP:o link 82

344 Annexes Content REFERECE UMBER TITLE Description 066AF5 EAV AIS system Upgrade to support AIXM5.1 MAI AF / SUB AF / Family AF 5; Sub AF 5.3; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The Aeronautical Information Exchange Model (AIXM) is designed to enable the management and distribution of Aeronautical Information Services (AIS) data in digital format. EAV uses an IDS suite called AERODB for AIS static data storage, exchange, manipulation and AIP and Charts production, the actual DB use AIXM 4.5 protocol. The PIB producing system (AOIS Web) is actually based on a non-standard format environmental DB. The project will complete theaerodb migration to the new information exchange model and will change from AOIS web to a new application called EWADs, in order to ensure fully capability AIS system to support AIXM 5.1 data format, EAV ITALY TIMIG 01/04/ /06/2016 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS With Airports, ASPs M links SP: SO 8/3 OP:o link 83

345 Annexes Content REFERECE UMBER TITLE Description 067AF5 Coflight-eFDP System Development MAI AF / SUB AF / Family AF 5; Sub AF 5.6; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The Coflight-eFDP System is the Flight Data Processing (FDP) System of new generation designed to meet the needs of European Air avigation Service Providers (ASPs) for the next decade, satisfying the need for the harmonisation and interoperability of air traffic management systems in Europe. The Coflight Programme is part of a wider programme that involves the renewal of the whole ational ATM System, called 4-Flight, for EAV and DSA, through which they will develop their completely brand new ATM system to meet all the requirements from the SES performance scheme as well as from all the relevant regulations for the coming years. 4-Flight will guarantee the optimal performances in terms of safety, capacity, environmental impact and cost efficiency, contributing to a significant improvement of the network performances in Europe. The 4-Flight s system core and infrastructure will be made available by the Coflight Programme, which will provide an overall ATM System Oriented architecture and sockets for the other internal components that will be developed according to SESAR compliant user requirements. Coflight will provide also the connections with most of the external systems through SESAR standardised Flight Object based Gate-To-Gate IOP. This project will focus on the development of the successive upgrading software versions (V2R1, V3+ and V4) from requirements to functional tests and reports EAV/DSA ITALY TIMIG 01/01/ /12/2016 AIRBORE ITERDEPEDECIES 053AF3-4-Flight deployment in DSA pilot ACCs SYCHROIZATIO LIKS AF 3; Sub AF 3.2 M LIKS With Airports, ASPs, EUROCOTROL, M SP: SO5/1 OP: o 84

346 Annexes Content REFERECE UMBER TITLE Description 073AF5 SWIM Common Components MAI AF / SUB AF / Family AF 5; Sub AF 5.3Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The objective of this project is twofold: 1. SWIM Data Models - deployment toolkit: The goal is to have common rules for the data capturing/mapping/interpretation. It will include: Development of an AIXM Coding Guidelines Service. This service will update the AIXM 5.1 coding guidelines better reflecting the needs of a wider range of stakeholders, such as M sub-systems, ATC, procedure designers, etc. Provide AIXM Data Validation Services, ensuring that data sets are syntactically valid (against the XML Schema) and semantically correct and can be used in confidence for a particular application. The initial set of AIXM 5.1 Business Rules needs to be maintained and enhanced, considering the feedback from the implementations and the needs of the various stakeholder groups. Provide a Web Based Training (WBT) Service for the latest AIXM version. The existing AIXM 4.5 WBT is outdated and there is a strong need for a new AIXM 5.1 WBT Service. The deployment toolkits will be updated based on further versions of the following specifications: o Aeronautical Information Exchange Model (AIXM) version 5.2 o Weather Exchange Model (WXXM) and ICAO Weather Exchange Model (IWXXM) version 3 o Flight Information Exchange Model (FIXM) version 4 2. Registry: The SWIM Registry will provide a platform for the service providers to find information about SWIM (SWIM Reference Management) and will provide a limited support for the end-users, including minor changes to the look and feel of the SWIM registry and allow updates of the SWIM references when needed. EUROCOTROL BELGIUM TIMIG 01/01/ /12/2020 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airports, ASPs, Airspace Users, M, MET LIKS AF 2/Sub AF 2.1/ Family 2.1.3; AF 2/Sub AF 2.1/ Family AF 4/ Sub AF 4.2/,; Family ; AF 4/ Sub AF 4.2/ Family 4.2.3; AF 4/ Sub AF 4.2/ Family AF 5/Sub AF 5.1/ Family 5.1.1; AF 5/Sub AF 5.4; AF 5/Sub AF 5.5 AF 5/Sub AF 5.6 M LIKS M inputs provided through the normal channels as any other implementing stakeholder. 85

347 Annexes Content REFERECE UMBER TITLE Description 082AF5 SWIM compliance of M systems MAI AF / SUB AF / Family AF 5; Sub, 5.5, Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The project aims at extending M systems technical capabilities to initiate SWIM compliance and at developing/deploying new M B2B services to exchange network / flight plan information with the operational stakeholders. It aims compliance with the requirements of SWIM Yellow Profile and it includes: the exchange of network / flight plan information using the Yellow SWIM TI Profile; the new M B2B services. This IP addresses the following Family (ies): Family Interface and Data requirements Family FDPS Upgrade preparing for IOP Flight Object Exchanges EUROCOTROL/ETWORK MAAGER BELGIUM TIMIG 01/01/ /06/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, Airports, ASPs, ECTL/M LIKS AF 2/Sub AF 2.1/ Family AF 2/Sub AF 2.1/ Family AF 3/Sub AF 3.2/ Family AF 4/Sub AF 4.2/ Family AF 4/Sub AF 4.2/ Family AF5/ Sub AF 5.2 AF5/ Sub AF 5.3 AF5/ Sub AF 5.6/ Family M LIKS M inputs provided through the normal channels as any other implementing stakeholder. 86

348 Annexes Content REFERECE UMBER TITLE Description 084AF5 MAI AF / SUB AF / Family AF 5; Sub AF 5.3;Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Implementation of Prerequisites for the Provision of Aerodrome Mapping Data and Airport Maps as Data Originator (Aeronautical Information Exchange) Objectives: This implementation project will ensure that Frankfurt Airport can fulfil its role as data originator for aerodrome mapping data and airport maps as required by Aeronautical Information Exchange, bullet point provide aerodrome mapping data and airport maps of Commission Regulation (EU) o 716/2014. The implementation of this project will allow the provision of aerodrome mapping data and airport maps by standard XML schema as per AIXM 5.1. In order to implement Regulation (EU) o 73/2010 and to be able to fulfil their role as data originator for aerodrome mapping data and airport maps German airports, their associations ADV and IDRF and DFS agreed upon a common process for the aeronautical data chain and the definition of the interface between airports and the air navigation services provider, DFS. The interface dealing with data and information provided by the originators (airports) to the receiver (DFS) will use the AIXM 5.x format (Aeronautical Information Exchange Model). Therefore, a tool is required which transforms the data formats used at airports in such a way that they are accepted by the interface provided by DFS and that they comply with the requirements of Commission Regulation (EU) o 73/2010 and Commission Implementing Regulation (EU) o 716/2014 ( Pilot Common Project ). The implementation project is a prerequisite for the exchange of information among operational stakeholders as required by Commission Regulation (EU) 716/2014. FRAPORT GERMAY TIMIG 01/01/ /03/2016 AIRBORE ITERDEPEDECIES 041AF5 - EASI - EAD AIM System Integration SYCHROIZATIO LIKS M LIKS With Airports SP : SO2/5 OP : one 87

349 Annexes Content REFERECE UMBER TITLE Description 110AF5 Meteorological Information Exchange by MET ASP KMI MAI AF / SUB AF / Family AF 5; Sub AF 5.4; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Objectives: The project aims at: Implementation of a flexible and cost-effective interoperable exchange of MET information for Amsterdam TMA and ACC, Amsterdam Airport Schiphol, Airspace Users, Military and etwork Manager compliant with the iswim data formats and interfaces. Demonstration and verification of the operational deployment of iswim for MET information, and to provide feedback on the principles, standards and specifications currently defined for iswim in AF5 and the information and exchange models and schemes of ICAO (WXXM), WMO (METCE) and the EUROCOTROL/FAA (WXCM- WXXM-WXXS). The implementation and verification covers the standard MET products: TAFs for civil airports in Amsterdam TMA and ACC (WP1); AIRMETs and SIGMETs for the Amsterdam FIR (WP2); METARs and AUTO METARs for civil airports in Amsterdam TMA and ACC (WP4); (AUTO) MET reports and warnings for civil airports in Amsterdam TMA and ACC (WP5). It covers the provision of continuous sensor information for all available runways in Amsterdam TMA and ACC. The development and implementation of a central database and web services to make the iswim compliant MET information easily available to users (WP3). The realization of a cost-effective, secure and standard interface (PES) for dissemination of safety critical MET information to ATM (WP6). The development and implementation of (geo)graphical user interfaces to facilitate the generationand monitoring of the MET products and the efficient maintenance of these data formats. The embedding of the systems/applications (new and/or extended) for the above mentioned provision of MET information in the operational production and monitoring chains of KMI. KMI ETHERLADS TIMIG 01/06/ /12/2018 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M LIKS With Airspace Users, Airports, ASPs, EURO COTROL, ECTL/M, MET SP : SO2/5 OP : one 88

350 Annexes Content REFERECE UMBER TITLE Description 117AF5 MAI AF / SUB AF / Family AF 5; Sub AF 5.1; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE Implementation of Initial SWIM Capability (AF5) across ATS Objectives The objective is to enable iswim as an enabler for other PCP elements that deliver benefits in safety, capacity, cost-effectiveness and environment. Initial System Wide Information Management (iswim) supports information exchanges that are built on standards and delivered through an internet protocol (IP)-based network by SWIM enabled systems and will be delivered in the following blocks: Common Infrastructure Components (Sub AF 5.1);SWIM Technical Infrastructure and Profiles (Sub AF 5.2); Aeronautical information exchange (Sub AF 5.3) ; Meteorological information exchange (Sub AF 5.4); Cooperative network information exchange (Sub AF 5.5) and Flight information exchange (Sub AF 5.6)ATS proposal is to deliver a core Enterprise Information Service (EIS) capability to interconnect ATM services within centres, with Airports and other users and to underpin and enable later stages of information exchange by Flight Object. Delivery of the core EIS is the prime action in this 2014 funding call to enable information exchanges of this nature, a number of ATS core systems (primarily etworks, FDP, AIS and Meteo) also require update and enhancement. By their nature, these enhancements need to be carried out first and form the other sub-action elements of this 2014 funding call. Provision of full Flight Object exchange and IOP are expected to be part of future funding requests. ATS TIMIG 01/01/ /07/2018 AIRBORE ITERDEPEDECIES SYCHROIZATIO UK With Airspace Users, Airports, ASPs, ECTL/M, MET LIKS AF 1, AF 3, AF 4, AF 6; AF 5/Sub AF 5.1/ Family AF5/Sub AF 5.2, AF5/ Sub AF 5.3/ Family AF5/ Sub AF 5.3/ Family AF 5/Sub AF 5.5, AF 5/ Sub AF 5.6 M LIKS SP: "SO2/1; SO2/5; SO2/4; OP: O; 89

351 Annexes Content REFERECE UMBER TITLE Description 127AF5 MAI AF / SUB AF / Family AF 5; Sub AF 5.1; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE ational WA Infrastructure - CADI-IP preparation project Objectives: The project aims at providing requirements for an adequate WA infrastructure that will be compliant with the requirements of an IP g/g communications network is available. This WA infrastructure will: Ensure continuous availability of WA data transport in EKDK FIR Ensure logical and physical segregation of operationally critical data Ensure that requirements on VoIP data transport are fulfilled Ensure that rules and requirements on IPv6 data transport are fulfilled Interface to PES AVIAIR DEMARK TIMIG 03/02/ /04/2015 AIRBORE ITERDEPEDECIES SYCHROIZATIO LIKS M LIKS o SP: SO8/3; OP: one; 90

352 Annexes Content REFERECE UMBER TITLE Description 134AF5 MAI AF / SUB AF / Family AF 5; Sub AF 5.4; Family PROJECT DESCRIPTIO PROJECT LEADER MEMBER STATE PILOT PLATFORM for access services to OPMET (worldwide/ecac) data (METAR, TAF, SIGMET) in WXXM format Objectives: Upgrade Meteo service to provide reliable actual and forecast Meteo data, wherever required across the ATM network, in WXXM format. The project consists in the achievement of a pilot platform as WEB Service for access to OPMET (worldwide/ecac) data (METAR, TAF, SIGMET) in WXXM format ROMATSA ROMAIA TIMIG 02/03/ /09/2017 AIRBORE ITERDEPEDECIES SYCHROIZATIO With Airspace Users, ASPs, ECTL/M, MET LIKS AF 5/Sub AF 5.1/ Family M LIKS SP: SO2/5; OP: one; 91

353 Annexes Annex B Standardization and Regulation Matrices Standardization and Regulation Matrices (S&R) represent a key Annex to the Deployment Programme They are developed with the primary objective of providing an accurate snapshot of the current state of play of Standards and Regulation mapped with the 44 Families of the Deployment Programme. In order to provide an up-to-date picture, SDM has started elaborating the matrices by taking into account three main sources of information: - the Pilot Common Project itself (Commission Implementing Regulation (EU) o 716/2014 and especially the related indicative Roadmap with respect to standardization and regulation needs); - Integrated Roadmap Dataset #14, as provided by SJU; - the indicative roadmap with respect to standardization and regulation needs for PCP implementation, as reviewed by EASCG, chaired by EUROCAE; This information was elaborated and analyzed by SDM in full coordination with EASA, EDA, M and SJU as well as with EUROCAE which contribution and inputs were pivotal towards the finalization of the Standardization and Regulation matrices proposed for Consultation to Operational Stakeholders beginning of August. The S&R matrices have to be considered as a living document that will be regularly updated throughout Deployment Programme s life time. 92

354 Annexes Output of consultation Operational stakeholders acknowledged and supported the work performed by SDM in consolidating an integrated roadmap on Standardization & Regulation for each of the family of the Deployment Programme, starting from the validation, continuing with industrialization and concluding with deployment phase. Operational stakeholders appreciated the proactive role of SDM in developing a view on the potential needs and understood that SDM view is not binding for standardization/regulatory bodies. The operational stakeholders priorities were aligned with SDM view and are summarized below. General remarks There is a need to avoid unnecessary standards and regulations in order not to hinder and slowdown actual implementation; Possible mechanisms to accelerate the production and development of standards, are needed and should be explored; An analysis on the possible performance needs and subsequent benefits, both in terms of stakeholders categories and geographical scope, would be beneficial and allow a prioritization of some of the activities; Specific Priorities AF1 It was emphasized the need for a timely delivery of the PB Regulation, in order to harmonize and support deployment throughout Europe. The lack of the above mentioned regulation is considered as a high risk for an effective and synchronized deployment; The SDM view that no Regulation or Standards is needed for Extended AMA implementation was confirmed. AF2 Time Based Separation implementation has been highlighted as a potential issue in terms of further studies needed in particular for its link with AMA and/or different sequencing techniques. 93

355 Annexes AF3 The relevance of cross border DCT/Free Routing was highlighted, emphasizing the need for further guidelines and potentially more regulation to ensure harmonized implementation in support to Airspace Users. AF5 The need to add cybersecurity requirements in the Matrices and in the DP as a whole was envisaged as a priority for the next update of the Deployment Programme; It was stressed the importance of progressing with all the draft documents available in support of AF5 implementation and all the necessary Information Exchanges enabling the other AFs implementation. AF6 SDM and meeting participants agreed on the importance of the currently on-going SJU study concerning Data Link services and on the need to identify Data Link implementation as a high level risk for deployment. 94

356 Annexes AF1 - Extended AMA and PB in high density TMA Sub-AF1.1: Arrival Management extended to en-route Airspace V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase Sub-ATM Functionality V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 1.1 Arrival Management extended to en-route Airspace TS-0102 (Baseline) TS-0305 (Baseline) TS-0305-A Before /2024 Family Basic Aman V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC SDM View Basic AMA Available TS-0102 (Baseline) AMA is one component within an ATM system. ATM systems are bespoken systems, thus not subject to standardisation. Supporting guidance material could be beneficial Before /

357 Annexes Family AMA Upgrade to include Extended Horizon Function V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC AMA Upgrade to include Extended Horizon Function TS-0305 (Baseline) TS-0305-A 01/ /2024 SDM View OLDI AMA message supports initial implementations without need for immediate additional standards. Initial deployment based on bilateral agreements. Supporting guidance material could be beneficial. 96

358 Sub-AF1.2: Enhanced TMA using RP-based Operations Deployment Programme 2015 Annexes Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 1.2 Enhanced TMA using RP-Based Operations AOM-0605 AOM-0604 (Baseline) AOM-0603 AOM-0602 (baseline) AOM-0601 (baseline) ICAO PB Manual (Doc 9613) ICAO Available (1) a) EASA AMC (Airworthiness Approval and Operational Criteria for RPAPPROACH (RP APCH) Operations Including APV BAROVAV Operations. b) EASA AMC (Airworthiness Approval and Operational Criteria related to Area avigation for Global avigation Satellite System approach operation to Localiser Performance with Vertical guidance minima using Satellite Based Augmentation System). (1) EASA (1) Effective (1) Opinion 03/2015 (EASA regulatory material on PB incorporating Doc 9613) (2) Commission Regulation amending Commission Regulation (EU) no 1178/2011 and 965/2012 as regards operational approval of PB) (3) Revision of operational approval criteria for Performance-Based avigation (PB) RMT.0256/0257 (4) Technical requirement and operation procedures for Airspace design including procedure design (RMT.0445) (5) Provision of requirements in support of global PB operations (Maintaining CS- ACS) - RMT.0519 (1) EASA (2) EASA (3) EASA (4) EASA (5) EASA (1) 2015 (2) 2016 (3) 2015 (4) 2016 (5) 2016 Before

359 Annexes Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC (6) Technical requirements and operational procedures for the provision of data for airspace users for the purpose of air navigation (RMT.0593) (6) EASA (6) 2016 Family RP approaches with vertical guidance V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC RP Available approaches with vertical guidance AOM-0602 (Baseline) AOM-0604 (Baseline) ICAO PB Manual (Doc 9613) ICAO Available (1)Technical requirement and operation procedures for Airspace design including procedure design (RMT.0445) (2) Provision of requirements in support of global PB operations (RMT. 0519) (3) PB rule-making (PA ) (1) EASA (2) EASA (3) EASA (1) 2016 (2) 2016 (3) 2016 Before /2019 SDM View EASA regulation under development and is likely to require PB/RP. Expected availability in

360 Annexes V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Comprehensive ICAO manual available. Lack of regulation is a risk for early deployments. Family Geographical Database for Procedure Design V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Geographical Database for procedure design ICAO PB Manual (Doc 9613) ICAO Available (1) Technical requirements and operational procedures for the provision of data for airspace users for the purpose of air navigation (RMT.0593) (1) EASA (2) EASA (1) 2015 (2) / /2019 (2) Opinion 02/2015, Technical requirements and operating procedures for the provision of data to airspace users for the purpose of air navigation (3) Commission Regulation (EU). 73/2010 (ADQ IR) as amended by (3) European Commission (3) available 99

361 Annexes V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Commission Implementing Regulation (EU) 1029/2014 SDM View Important prerequisite for deployment. Ready for deployment. o need for further standard or regulation Family RP1 operations in high density TMAs (ground capabilities) V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Delivery Means of compliance and Certification or Community Specifications Activities Organisatio n Regulation Deployment Delivery Activities Organisation Delivery IOC FOC SDM View RP1 operations in high density TMAs (ground capabilities) AOM-0605 AOM-0603 AOM-0602 (baseline) AOM-0601 (baseline) ICAO PB Manual (Doc 9613) ICAO Available PB rule-making (PA ) EASA regulation under development and is likely to require PB/RP. Expected availability in V3 ends at end of 2016 (AOM0605), but all other OIs are linked to the baseline. Lack of regulation is a risk for early deployments. EASA / /

362 Annexes Family RP1 operations in high density TMAs (aircraft capabilities) V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC SDM View RP1 operations in high density TMAs (aircraft capabilities) AOM-0603 ICAO PB AOM-0605 Manual (Doc 9613) ICAO Available (1) PB rule-making (PA ) (2) Provision of requirements in support of global PB operations (RMT. 0519) (1) EASA (2) EASA EASA regulation under development and is likely to require PB/RP. Expected availability in Aircraft that are equipped are capable with AOM-0605, even if it has to be validated in Large Scale Demonstrations AAL (Augmented Approach to Land) by end Standard operational procedures are needed for pilots. (1) 2016 (2) / /2024 Family Implement Advanced RP Routing V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Implement Advanced RP Routing AOM-0604 (baseline) AOM-0603 ICAO PB Manual (Doc 9613) ICAO Available PB rule-making (PA ) EASA / /2024 SDM View EASA regulation under development and is likely to require PB/RP. Expected availability in Standards needed before the IOC of the Family. 101

363 Annexes AF2 - Airport Integration and Throughput Sub-AF2.1: DMA synchronized with Pre-departure sequencing Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 2.1 DMA synchronized with Pre-departure sequencing TS-0202 AO-0501 (Baseline) AO-0601 (Baseline) AO-0602 (Baseline) AO-0801-A (1) ED-141 Minimum Technical Specification for Airport- CDM (1) EUROCAE (1) Available (1)Communication 2010/C 168/04 A-CDM Community Specification (ETSI E V1.1.1) (1) ETSI (1) 2010 Before /2021 (2)ED-145 Airport CDM Interface Specification (2)EUROCAE (2) Available (2) A-CDM Community Specifications Update (2) ETSI (2) 2019 (3) ED-146 Guidelines for Test and Validation related to A-CDM interoperability (3) EUROCAE (3) Available (3) AMC A-CDM (3) EASA (3) 2019 (4) Airport CDM Implementatio n Manual Version 4 Planned Update (4) Eurocontrol (4) 2017 (5) ICAO Doc 9971A/485: Manual on (5) ICAO (5) Available 102

364 Annexes Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Collaborative Decision Making (CDM) Family Initial DMA DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Initial DMA Available TS-0202 AO-0602 (baseline) Before /2021 SDM View o standards required. Family Electronic Flight Strips DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Electronic Flight Strips (EFS) Available Before /

365 Annexes DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC SDM View o standards required. Family Basic A-CDM DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Basic A-CDM Available AO-0501 (Baseline) AO-0601 (Baseline) AO-0602 (Baseline) (1) ED-141 Minimum Technical Specification for Airport-CDM (2)ED-145 Airport CDM Interface Specification (3) ED-146 Guidelines for Test and Validation related to A-CDM interoperability (1) EUROCAE (2)EUROCAE (3) EUROCAE (1) Available (2) Available (3) Available (1)Communication 2010/C 168/04 A-CDM Community Specification (ETSI E V1.1.1) (2) A-CDM Community Specifications Update (3) AMC A-CDM (1) ETSI (2) ETSI (3) EASA (1) 2010 (2) 2019 (3) 2019 Before /2021 (4) Airport CDM Implementation Manual Version 4 Planned Update (4) Eurocontrol (4)

366 Annexes DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC (5) ICAO Doc 9971A/485: Manual on Collaborative Decision Making (CDM) (5) ICAO (5) Available SDM View o further standards required. The S-AF 2.1 has achieved a good level of maturity. Most airports have deployed, or are in the process of deploying, the A-CDM concept, based on already available standardization guidance material (EUROCAE, EUROCOTROL) or recommendations (ICAO). These 3 packages fulfil the need for standardisation. Family Initial Airport Operational Plan (AOP) DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Initial Airport Operational Plan (AOP) AO-0801-A Before /2021 SDM View o standards required. However, M Technical Specification for AOP/ OP exchange of information needs to be developed by 2017 (see Family 4.2.4) B. With regard to the whole ATM Functionality #1, the ARIC 660-B document shall be analyzed referring to possible needs of new/updated standards for airborne equipment during the elaboration phase of DP

367 Annexes Sub-AF2.2: DMA integrating Surface Management Constraints Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 2.2 DMA integrating Surface Management Constraints TS-0202 AO-0501 (Baseline) AO-0601 (Baseline) AO-0602 (Baseline) AO-0801-A (1) Update of EUROCAE A-SMGCS MASPS (ED-87C) (2) Update of ED-87C towards version D (3) Updated A-SMGCS specifications (1) EUROCAE (2) EUROCAE (3) Eurocontrol (1) 2015 (2) 2017 (3) 2018 (1) Update of the A-SMGCS CS on the basis of the EUROCAE A-SMGCS MASPS (2) Update of E and -2 to cover changes included in ED-87D (1) ETSI (2) ETSI (1) 2019/ 2020 (2) 2019 AMC update A- SMGCS EASA 2020 Before /2021 (4) ICAO Doc A/452 A-SMGCS Manual, First Edition (4) ICAO (4) Available (3) ew E x for Routing and Planning reflecting ED- 87D (3) ETSI (3)

368 Annexes Family A-SMGCS Level 1&2 DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC A-SMGCS Level 1&2 Available AO-0205 (1) Update of EUROCAE A-SMGCS MASPS (ED-87C) (2) Updated A-SMGCS specification s (1)EUROCAE (2) Eurocontrol (1) 2015 (2) 2018 (1) Update of the A-SMGCS CS on the basis of the EUROCAE A-SMGCS MASPS (1) ETSI (1) 2019/ 2020 AMC update A- SMGCS EASA 2020 Before /2021 (3) ICAO Doc A/452 A-SMGCS Manual, First Edition (3) ICAO (3) Available SDM View o need for additional standardization. The update of ED-87C shall not impact existing A-SMGCS Level 1&2 implementations. 107

369 Sub-AF2.3: Time-Based Separation for Final Approach Deployment Programme 2015 Annexes Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 2.3 Time-Based Separation for Final Approach Available AO-0303 TBS tools Performance Specifications Eurocontrol Estimate / /2024 Family Time Based Separation (TBS) DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Time Based Separation (TBS) Available AO-0303 TBS tools Performance Specifications Eurocontrol Estimate / /2024 SDM View eed for standards, possibly at ICAO level. eed to develop EASA AMC as soon as possible, to cover the safety-related aspects. Best practices from stakeholders could possibly be taken in consideration for standards and AMC development. Time Based Separation implementation has been highlighted as a potential issue in terms of further studies needed in particular for its link with AMA and/or different sequencing techniques. 108

370 Annexes Sub-AF2.4: Automated Assistance to Controller for Surface Movement Planning and Routing Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 2.4 Automated Assistance to Controller for Surface Movement Planning and Routing AO-0205 TS-0202 TS-0203 (1) Update of ED-87C towards version D (2) Updated A-SMGCS Eurocontrol specification (1)EUROCAE (2) Eurocontrol (1) 2017 (2) 2018 (1) Update of E and -2 to cover changes included in ED-87D (2)ew E x for Routing and Planning reflecting ED- 87D (1) ETSI (2) ETSI (1) 2019 (2) / /2024 Family A-SMGCS Routing and Planning Functions DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC A- SMGCS Routing and Planning Functions AO-0205 TS-0202 TS-0203 (1) Update of ED-87C towards version D (2) Updated A-SMGCS Eurocontrol specification (1)EUROCAE (2) Eurocontrol (1) 2017 (2) 2018 SDM View eed to accelerate the standardization delivery, including safety-related aspects. (1) ew E x for Routing & Planning reflecting ED-87D (1) ETSI (1) / /

371 Annexes Sub-AF2.5: Airport Safety ets Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 2.5 Airport Safety ets AO-0104-A AO-0204 AO-0105 (1)Update of EUROCAE A-SMGCS MASPS (ED-87C) (2) Updated A-SMGCS Eurocontrol Specification (3) Planned new ED (1)EUROCAE (2) Eurocontrol (2) 2018 (3) EUROCAE (1) Available (3) 2017 (1) Update of the A-SMGCS CS on the basis of the EUROCAE A-SMGCS MASP (2) Planned new AMC on procedures to be harmonized at European level (1) ETSI (2) EASA (1) 2019/ 2020 (2) 2020 Before /2021 Family Airport Safety et associated with A-SMGCS (L2) DP v.1 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Airport Safety et associated with A- SMGCS (L2) AO-0104-A (1) Update of ED-87C towards version D (2) Planned new ED (1) EUROCAE (1) 2017 (2) EUROCAE (2) 2017 (1) Update of E to cover changes included in ED-87D (1) ETSI (1) 2019 Before /

372 Annexes DP v.1 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC SDM View eed to accelerate the standardisation and CS delivery. Family Implement aircraft and vehicle systems contributing to Airport safety nets DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Implement aircraft and vehicle systems contributing to Airport safety nets AO-0104-A (1) Update of ED-87C towards version D (for vehicles). (1) EUROCAE (1) 2017 (1) Update of E to cover changes included in ED-87D (for vehicles) (1) ETSI (1) 2019 Before /2021 SDM View eed to accelerate the standardisation and CS delivery. 111

373 Sub-AF3.1: ASM and Advanced FUA Deployment Programme 2015 Annexes AF3 - Airspace Management and Free Route Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 3.1 ASM and Advanced FUA AOM-0202 (Baseline) AOM A AOM A CM-0102-A Communication Eurocontrol 2009/C 2196/05 Community Specifications for the application of the Flexible Use of Airspace (FUA) Available (1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by Commission Implementing Regulation (EU) 970/2014 (1) European Commission (2) European Commission (1) 2005 (2) 2011 Before /

374 Annexes Family Initial ASM tool to support A-FUA V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Initial ASM tool to support AFUA Available AOM-0202 (Baseline) Communication Eurocontrol 2009/C 2196/05 Community Specifications for the application of the Flexible Use of Airspace (FUA) Available (1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by Commission Implementing Regulation (EU) 970/2014 (1) European Commission (2) European Commission (1) 2005 (2) 2011 Before /2019 SDM View o need for regulation. Standards already exist covering information exchange (AIXM5.1). 113

375 Annexes Family ASM management of real time data V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC ASM management of real time data AOM A Communication Eurocontrol 2009/C 2196/05 Community Specifications for the application of the Flexible Use of Airspace (FUA) Available (1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by Commission Implementing Regulation (EU) 970/2014 (1) European Commission (2) European Commission (1) 2005 (2) / /2022 SDM View o need for regulation. Standards already exist covering information exchange (AIXM5.1). 114

376 Annexes Family Full rolling ASM/ATFCM process and ASM Information sharing DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Full AOM-0206-A rolling AOM-0202-A ASM/ATFCM process and ASM Information sharing Communication 2009/C 2196/05 Community Specifications for the application of the Flexible Use of Airspace (FUA) Eurocontrol Available (1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by Commission Implementing Regulation (EU) 970/2014 (1) European Commission (2) European Commission (1) 2005 (2) 2011 Before /2022 SDM View o need for regulation. Standards already exist covering information exchange (AIXM5.1). Family Management of Dynamic Airspace Configurations DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Management of Dynamic Airspace Configurations Available CM-0102-A 01/ /2022 SDM View o need for regulation and standards, while the support of guidance material development would be beneficial. 115

377 Annexes Sub-AF3.2: Free Route Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 3.2 Free Route ( for AOM- 0502) AOM-0500 AOM-0501 AOM-0502 CM-0202 (baseline) CM-0203 (baseline) CM-0102-A.Update Eurocontrol specification for MTCD, MOA, TP prediction and APW Eurocontroll 2016 (1) CS based on Eurocontrol specifications on MTCD, MOA, TP, APW (2) Community Specifications for On-Line Data Interchange (OLDI) edition 4.2 (1) ESO (2) Eurocontrol (1) 2018/19 (2) Available (1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by 970/2014 (1) European Commission (2) European Commission (1) 2005 (2) 2011 Before /

378 Annexes Family Upgrade ATM systems (M, ASPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Upgrade ATM systems (M, ASPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) CM-0202 (baseline) CM-0203 (baseline) (1) CS based on Eurocontrol specifications on MTCD, MOA, TP, APW (2) Community Specifications for On-Line Data Interchange (OLDI) edition 4.2 (1) ESO (2) Eurocontrol (1) 2018/19 (2) Available SDM View o need for regulation. Standards are planned to be updated. Guidelines from M exist and need to be updated in order to support full Free Route implementation. Before /2022 Family Implement Published Direct Routings (DCTs) V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Implement Published Direct Routings (DCTs) AOM-0500 (1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by 970/2014 (1) European Commission (2) European Commission (1) 2005 (2) 2011 Before /2018 SDM View o need for regulation and standards, Guidelines exist from ERIP. Potential update of guidelines is needed for cross border DCT. 117

379 Annexes Family Implement Free Route Airspace DP 2015 Family V3 Development Phase V3 (R&D) End OIs Activities Standardisation Organisatio n V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Implement Free Route Airspace AOM-0501 ( AOM for AOM- 0502) SDM View o need for regulation. Standards are planned to be updated. Guidelines from M exist and need to be updated. Before /

380 Annexes AF4 - etwork Collaborative Management Sub-AF4.1: Enhanced STAM Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 4.1 Enhanced STAM DCB-0308 DCB-0205 (baseline) Before /2022 Family STAM phase 1 DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC STAM phase 1 Available DCB-0205 (baseline) Before /2017 SDM View o need for regulation and standards. 119

381 Annexes Family STAM phase 2 V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC DCB / /2022 STAM phase 2 SDM View o need for regulation and standards. Guidelines to be provided by M. 120

382 Annexes Sub-AF4.2: Collaborative OP Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 4.2 Collaborative OP DCB-0208 DCB-0103-A AUO-0203-A IS-0102 (Baseline, already mature) Communication 2014/C 14/08 Community Specifications for the Initial Flight Plan Eurocontrol Available Before /2022 Family Interactive Rolling OP DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Interactive Rolling OP DCB-0103-A Before /2022 SDM View o need for regulation and standards. etwork Manager additional guidance material is needed 121

383 Annexes Family Interface ATM systems to M systems DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC SDM View Interface IS-0102 ATM systems (Baseline, to M systems already mature) AUO-0203-A Community Specifications 0101 Edition 1.1 Specification for the Initial Flight Plan o need for additional regulation and standards. Community Specifications to be updated with EFPL and Improved OAT FPL. eed to update guidelines for Harmonised & improved OAT FPL. Eurocontrol Available Before /2022 Family Interface ATM systems to M systems DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC AOP/OP Information Sharing DCB-0103-A AO-0801 B (Partially, scope of the initial AOP needs to be clarified) SDM View Technical Specification for AOP/ OP exchange of information need to be developed by Before /

384 Annexes Sub-AF4.3: Calculated Take-off Time to Target Times for ATFCM Purposes Sub-ATM Functionality 4.3 Calculated Take-off Time to Target Times for ATFCM Purposes V3 Development Phase V3 (R&D) End OIs DCB DCB-0213 Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 01/ /2022 Family Target Times for ATFCM Purposes V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Target times for ATFCM purposes DCB / /2022 SDM View o need for additional regulation and standards. M to produce guidance material to update Target Times. 123

385 Annexes Family Reconciled target times for ATFCM and arrival sequencing DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Reconciled target times for ATFCM and arrival sequencing DCB-0208 DCB-0213 SDM View Standards, guidance material and potentially CS are needed before the start of deployment (IOC). 01/ /

386 Annexes Sub-AF4.4: Automated Support for Traffic Complexity Assessment Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 4.4 Automated Support for Traffic Complexity Assessment CM-0103-A AUO A CM-0201-A. Before /2022 Family Traffic Complexity Tools DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Traffic Complexity tools CM-0103-A AUO A CM-0201-A SDM View Guidance material is needed. Before /

387 Annexes AF5 - iswim i Sub-AF5.1: Common Infrastructure Components Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 5.1 Common infrastructure components IS-0901-A SWIM Foundation material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework Eurocontrol Before /2025 Family PES 1 DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC PES1 Available Before /2018 SDM View o need for regulation and standardisation identified. 1 Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 126

388 Annexes Family Future PES DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Future PES IS-0901-A 06/ /2025 SDM View o need for regulation and standardisation. Identified Family Common SWIM Infrastructure Components DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Common SWIM Infrastructure Components IS-0901-A SWIM Foundation material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance Eurocontrol 2 e) Compliance CE framework" ATM Information security E /2016 1/ Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 127

389 Annexes DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC SDM View o regulatory need, whilst a need for a Specification (SWIM Foundation) and guidance material (AIRM, AIRM Rulebook, Service Rulebook and Compliance) by the end of 2016 in close cooperation with ICAO 128

390 Annexes Sub-AF5.2: SWIM Infrastructure and profiles Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 5.2 SWIM Infrastructure and profiles IS-0901-A (1) CM-0201-A Stand/Spec on SWIM Yellow profile definition 2) Stand/Spec on SWIM Blue profile definition (1) Eurocontrol (2) Eurocontrol (1) (2) 2017 Commission European Regulation (EC) n. Commission 633/2007 on the application of a flight message transfer protocol 2007 Before /2025 Family Stakeholder Compliance IP V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Stakeholder Compliance IP IS-0901-A CM-0201-A Commission European Regulation (EC) n. Commission 633/2007 on the application of a flight message transfer protocol 2007 Before /2016 SDM View o need for additional regulation and standardisation identified. 3 Specification developed by SESAR JU is planned for 2016, forming an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 129

391 Annexes Family Stakeholder SWIM infrastructure components V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Stakeholder SWIM infrastructure components IS-0901-A Before /2025 SDM View o regulatory need, whilst a need for guidance material (yellow profile by the end of 2016, blue profile by the end of 2017) in close cooperation with ICAO 130

392 Annexes Sub-AF5.3: Aeronautical Information Exchange Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 5.3 Aeronautical Information Exchange IS-0901-A (1) AIXM (1) Eurocontrol (2) SWIM (2) Foundation Eurocontrol 4 material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework" (1) Available (2) 2017 Community specification on AMDB CE ot planned 01/ /2025 (3) AMXM (AMDB) (3) EUROCAE (3) Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 131

393 Annexes Family Upgrade / Implement Aeronautical Information Exchange system/service DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Upgrade / Implement Aeronautical Information Exchange system/ service IS-0901-A (1) AIXM (1) Eurocontrol (2) SWIM (2) Foundation Eurocontrol 5 material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework" (1) Available (2) 2017 Community specification on AMDB CE ot planned 01/ /2022 (3) AMXM (AMDB) (3) EUROCAE (3) 2015 SDM View o regulatory need, whilst a need for a Specification (SWIM Foundation) and guidance material (AIRM, AIRM Rulebook, Service Rulebook and Compliance) by the end of 2016 in close cooperation with ICAO.Community specification on AMDB should be ready before Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 132

394 Sub-AF5.4: Meteorological Information Exchange Deployment Programme 2015 Annexes Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 5.4 Meteorological Information Exchange MET-0101 (1)iWXXM (1) ICAO/WMO (1) Available 01/ /2025 (2) SWIM (2) Foundation Eurocontrol 6 material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework" (2) ) AMXM (AMDB) (3) EUROCAE (3) Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 133

395 Annexes Family Upgrade / Implement Meteorological Information Exchange system/service DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Upgrade/ Implement Meteorologic al Information Exchange system / service MET-0101 (1)iWXXM and WWXM (2) SWIM Foundation material a) AIRM b) AIRM Rulebook c) Service Rulebook d) Compliance framework (1) ICAO/WMO Eurocontrol and FAA (2) Eurocontrol 7 (1) Available (2) / /2025 3) AMXM (AMDB) (3) EUROCAE (3) 2015 SDM View o regulatory need, whilst a need for a Specification (SWIM Foundation) and guidance material (AIRM, AIRM Rulebook, Service Rulebook and Compliance) by the end of 2016 in close cooperation with ICAO.Community specification on AMDB should be ready before Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 134

396 Sub-AF5.5: Cooperative etwork Information Exchange Deployment Programme 2015 Annexes Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 5.5 Cooperative etwork Information Exchange IS-0901-A (1) Spec/Stand containing ICAO FIXM including flow management (1) Eurocontrol (1) / /2025 (2) SWIM (2) Foundation Eurocontrol 8 material a) AIRM b) AIRM Rulebook c) Service Rulebook d) Compliance framework (2) 2017 (3) (3) Stand/Spec on Eurocontrol SWIM Yellow profile definition Stand/Spec on SWIM Blue profile definition (3) 2016 and Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 135

397 Annexes Family Upgrade/Implement Cooperative etwork Information Exchange system/services DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Upgrade/ Implement Cooperative etwork Information Exchange system/ services IS-0901-A (1) Spec/Stand containing ICAO FIXM including flow management (2) SWIM Foundation material a) AIRM b) AIRM Rulebook c) Service Rulebook d) Compliance framework (1) Eurocontrol (2) Eurocontrol 9 (1) 2016 (2) 2017 Before /202 5 SDM View (3) Stand/Spec on SWIM yellow profile definition Stand/Spec on SWIM Blue profile definition (3)Eurocontrol (3) 2016 and 2017 o regulatory need, whilst a need for a Specification (SWIM Foundation) and guidance material (AIRM, AIRM Rulebook, Service Rulebook, Compliance, Yellow profile, blue profile (2017)) by the end of 2016 in close cooperation with ICAO.. Existing M and local systems need to be gradually upgraded to comply with the above mentioned standards. 9 Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early deployment. 136

398 Annexes Sub-AF5.6: Flight Information Exchange Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 5.6 Flight Information Exchange IS-0901-A (1) FIXM CM-0201-A (2) ED133RevA (1) Eurocontrol (2) EUROCAE (1) 2016 (2) 2017 Community specification on FDP CE / /2025 (3) Stand/Spec on SWIM Blue profile definition (3) Eurocontrol (3)

399 Annexes Family Upgrade/Implement Flight Information Exchange system/services DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Upgrade / Implement Flights Information Exchange system /service IS-0901-A (1) FIXM CM-0201-A (2) ED133RevA (3) Stand/Spec on SWIM Blue profile definition (1) Eurocontrol (2) EUROCAE (2) 2017 (3) Eurocontrol (1) 2016 (3) 2017 Community specification on FDP SDM View Community specification needed based on ED 133A and blue profile; need to anticipate the Community specification on FDP to CE / / List of relevant SESAR Joint Undertaking Projects/Deliverables SWIM Foundation SESAR FIXM SESAR EU-U.S: MoC CP 3.1 AIRM SESAR AIRM Rulebook SESAR Service Descriptions SESAR Service Rulebook (= PCP ISRM foundation material) SESAR TI Profiles (Yellow/Blue) SESAR Compliance Framework SESAR

400 Sub-AF6.1: Initial trajectory information sharing Deployment Programme 2015 Annexes AF6 - Initial Trajectory Information Sharing Sub-ATM Functionality V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC 6.1 Initial trajectory information sharing IS-0303-A AUO-0301 (baseline) AUO-0203-A (1) Update standards on CPDLC to support implementation of full trajectory exchange service including CPDLC elements in support of ADS- C EPP. ED-230, ED-231, ED- 232, ED-233 (AT B2) (2) Doc 9880, Doc 9776, GOLD and PAS/ATM (3) Update of ED75 to support initial 4D navigation capabilities as part of the package with EPP (ED-75D) (1) EUROCAE (2) ICAO (3) EUROCAE (1) Available (2) Available (3) Available Update CS on DL (ETSI-E ) ESOs 2020 (1) Commission Regulation (EC) n. 29/2009 (2) Commission Regulation (EC) n. 30/2009 (3) Commission Implementing Regulation (EU) 2015/310 (4) Updated regulatory package on DL Operations (1) European Commission (2) European Commission (3) European Commission (4) EASA (1) 2009 (2) 2009 (3) 2015 TBD Before /2026 (4) Flight object exchange (ED- 133A) (4) EUROCAE (4)

401 Annexes Family FDP upgrade in preparation of integration of aircraft flight data prediction V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC SDM View FDP upgrade in preparation of integration of aircraft flight data prediction IS-0303-A Flight object exchange (ED-133A) EUROCAE / /2025 eed for further air and ground standardisation before implementation in order to optimise the expected benefits and ensure harmonization. More related to ED-133A than to AT B2. Available Family AG Datalink deployment for Air and Ground communication V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC AG Datalink deployment for Air and Ground communicati on Available AUO-0301 (baseline) ED120 EUROCAE Available Commission 2012/C 168/03 Community Specification on DL (ETSI-E V1.2.1) ETSI Available (1) Commission Regulation (EC) n. 29/2009 (2) Commission Regulation (EC) n. 30/2009 (1) European Commission (2) European Commission (1) 2009 (2) 2009 Before /2020 (3) Commission Implementing Regulation (EU) 2015/310 (3) European Commission (3)

402 Annexes V3 Development Phase V4 Industrialisation Phase V5 Deployment Phase DP 2015 Family V3 (R&D) End OIs Activities Standardisation Organisatio n Means of compliance and Certification or Community Specifications Regulation Deployment Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC (4) Updated regulatory package on DL Operations (4) EASA TBD SDM View A specific study is conducted by SESAR JU to confirm the capability of the foreseen technology. Results are awaited for mid The conclusion of this study could lead to another modification of the regulation Family Air Ground Communication Service Upgrade DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Air Ground Communicatio n Service Upgrade Available IS-0303-A DL AT B2 EUROCAE Update CS on DL ETSI / /2025 SDM View eed for standardisation before implementation 141

403 Annexes Family Aircraft Equipage in preparation of exchange of aircraft flight data prediction DP 2015 Family V3 Development Phase V3 (R&D) End OIs Standardisation V4 Industrialisation Phase Means of compliance and Certification or Community Specifications Regulation V5 Deployment Phase Deployment Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC Aircraft Equipage in preparation of exchange of aircraft flight data prediction IS-0303-A (1) Update of ED75 to support initial 4D navigation capabilities as part of the package with EPP (ED-75D) (2) Update standards on CPDLC to support implementation of full trajectory exchange service including CPDLC elements in support of ED-230, 231, 232, 233 (ADS-C EPP) (1) EUROCAE (2) EUROCAE (1) Available (2) Available 01/ /2026 (3) Doc 9880, Doc 9776, ICAO GOLD and PAS/ATM (3) ICAO (3) Available SDM View eed for standardisation before implementation. It is worth noting that the current ICAO definition of ADS-C aircraft equipage is not convenient for Continental Europe ADS-C EPP information derived from on-board FMS and CPDLC information will be transferred over A/G datalink to ATC systems on ground 142

404 Annexes Annex C Updated IP Template for 2015 Proposal Elaboration Capitalizing on the main lessons learned through the IP assessment process for the CEF Transport Call 2014, SDM has customized the standard template, adding specific fields and areas for Stakeholders to better illustrate their projects and to support future monitoring activities. Such updated IP template will be used during the 2015 CEF Call for those project proposals related to deployment of the Pilot Common Project, in accordance with the Present Programme. In particular, the updated IP template allows to clearly set the references to the Deployment Programme (e.g. AF, Sub-AF, Family, Synchronization eeds, concerned stakeholders, impact on militaries, interdependencies with other projects, etc.), indicate the milestones at project and family level (a set of milestones has been defined by SDM per each family), detail the project costs, and enhance the performance-related information (if deemed necessary). The effectiveness of the SDM monitoring activities is expected to be improved, and at the same time the Stakeholders will be provided with a clear and transparent view of how DP monitoring will be performed. The template is structured as follows: - Part I - IP Description - Part II - Economics - Part III - Performance Impacts - Part IV - Other Impacts It is to be noted that each section of the template (Technical, Economics, Performance, etc.) is also introduced by a guidance sheet, where indications on how to fill in the information are specified per each cell. The updated IP template has been already distributed in July to each Implementing Partner, with the main objective of refining the technical contents, in the framework of the Specific Grant Agreement finalization for Call The IP template is currently available at the following address: 143

405 Annexes Annex D Performance Assessment and Cost Benefit Analysis Methodology 1. Introduction The translation of PCP into DP and then into projects induces a significant refinement of the costs compared to the assumptions used for the PCP CBA defined two years ago by the SESAR Joint Undertaking (SJU). At the same time, several SJU s validation campaigns have occurred since PCP s CBA, also refining the benefits side. Therefore, it is SDM s intention to analyse refined costs and expected benefits on the basis of performance related data to be collected through CEF Calls for Proposals. These analysis and subsequent monitoring once projects are awarded and running are to be done with the methodology defined in this document. This methodology is elaborated for the purpose of compliance with Commission Implementing Regulation (EU) o 409/2013 and more specifically to assess the effectiveness of coordination and synchronisation of the deployment program (DP). While the PCP CBA and the underlying methodology constitute the reference for comparison and implementation, it is clear that, at the time the projects are submitted, their contribution to performance shall be identified and possibly quantified at a much greater level of detail. Later on, at the time the projects are awarded, the CBAs of the projects shall be calculated and finally, the global CBA of the deployment program shall be built up summing the different parts being actually deployed. The methodology covers the process of identifying and quantifying the benefits. It does also explain how projects shall be linked into threads to facilitate the calculation of CBA and how the consolidation both on benefits and costs shall occur to build a global CBA for the Deployment Program. The methodology also defines rules of monitoring benefits and costs and considerations in terms of estimating accuracy. As a first version, this methodology shall be tested and improved as some parts are clearly still under construction. 2. Benefits 2.1. Identifying benefits Key Performance Areas (KPAs) and CBA metrics The KPAs are derived from those of the SES performance regulation (EU IR 390/2013) and from those reflected in the ATM Master Plan (Edition 2015). The following grid gives the CBA metrics used in relation to the KPAs. 144

406 Annexes Figure 1: KPAs and CBA metrics AS Cost Efficiency and its CBA metrics are as in ATM Master Plan (Edition 2015). Capacity and its CBA metrics show a more granular approach. Instead of measuring in additional flights, the calculation is based on time reduction allowing for additional flights in consistency with ATM Master Plan. Operational efficiency and its CBA metrics show also a more granular approach while being aligned on the Master Plan indicators in order to identify euro value of the benefits. All indicators are translated into flight time reduction and fuel burn by flight. Environment is expressed in CO2 emissions savings as in the Master Plan. Safety and Security are not developed with CBA metrics. Additionally SDM will include and ask for assessments concerning predictability and resilience aspects, which are needed as a previous step to assess capacity or operational efficiency in fuel on the local situation. The PCP implementation spans across two reference periods of the performance scheme: RP2 ( ) and RP3 ( ). The RP2 targets have been promulgated by the Commission (CIR 2014/132 of 11 March 2014). In terms of monitoring of the KPAs and in accordance with the EU IR 390/2013, a) The breakdown of the annual EU delay target into a yearly delay reference value (target) is reported in the OP publication (Edition May 2015). It represents the delay requirement for each ACC in Europe to ensure that the EU targets for the capacity KPA (0.5 min./flt. ATFM En-route delays) is made. b) As far as Environment KPA is concerned, the following assessment criteria have been defined: 145

407 Annexes o o o Comparison with historical performance achieved in previous years; Consistency with the European Route etwork Improvement Plan (ERIP) developed by the etwork Manager; Comparison with a reference value based on information provided by the etwork Manager; such a reference value is reported in ERIP Assessment approach The assessment approach is summarized as follows: Step 1 Performance Grid of the Project template filled in by the Project Manager Step 2 Step 3 Consistency check of all data of the awarded projects by SDM experts Additional inputs from etwork Manager In case of deviations or questions the project manager should be consulted. SDM final benefit assessment Figure 2: Steps for identifying benefits The SDM by principle relies on the projects information submitted by the project manager to identify the KPAs where benefits are expected and to have an initial quantitative assessment where a % of improvement is identified or when other data are available. Additionally a check of whether the military impact was assessed will be done. For this purpose, a performance assessment grid is included in the Project Template for collecting the initial performance information and benefit expectations from the project managers. This grid is based on the identification of improvements of Key Performance Areas (KPAs) and related information to support a quantitative analysis. The SDM will review the results. In particular, a specific attention is given to the consistency of the data between projects and with the yearly published etwork Operations Plan and European Route etwork Improvement Plan. The review will take into consideration a geographical perspective based on the projects included in the OP and European Route etwork Improvement Plan (ERIP) and their agreed evaluation in terms of capacity and flight efficiency. It is to be noted that the evaluations made in the ERIP are consistent, in relative terms, with the improvement required on the basis of KPI on Environment that is based on the actual trajectory. In any case, where questions have to be clarified, the respective project managers should be solicited. Additional information which could identify further benefits shall be taken into account. The final information shall be shared in return. 146

408 Annexes 2.2. Measuring expected benefits Scope of Initial Costs and Benefits Analysis (CBA) The first question in the methodology is to assess if a single Implementing Project can sustain or not an independent CBA. If it does, then the analysis is straight forward. However, if the project is dependent of other projects to deliver its benefits, or, if the project benefits can t be isolated from other projects, then it is identified that it doesn t sustain an independent CBA. In this case the decision will be to group it with relevant other projects. This grouping is called a thread. It will be based on the information included in the OP and the ERIP, whenever relevant. These threads shall be of the smallest possible dimension to generate tangible quantifiable benefits. Grouping projects into threads, a distinction shall be made between the awarded projects and those projects not yet awarded which could fit in a thread bringing additional value. In this last case, the methodology allows to identify the missing projects, measure their expected additional value and consequently prioritize the gaps in the existing gap analysis of the Deployment Program. For instance, projects that would affect one airport and for which the same KPIs would be impacted, would be possibly grouped into a thread. The scope of the CBAs would therefore depend on whether the project is a standalone one or grouped with others From KPAs to Key Performance Indicators (KPIs) The quantification of benefits is based on the estimation of improvement of Key Performance Areas compared with a baseline scenario. The estimation would be assessed considering the relevant KPIs associated to the KPAs. These KPIs are identified in accordance with the qualitative information given initially by the Project Managers, and further on, verified by SDM and M (see par.2.1.2). The choice is made in accordance to the KPAs mentioned and the actual operational conditions of the project provided in the etwork Operation Plan (OP) and the European Route etwork Improvement Plan. The Project Template includes guidance on how KPIs are related to KPAs Step Approach As a general rule, it has been decided to follow a conservative way to calculate benefits as a result of comparing two decisions, doing-nothing or project decision. 147

409 Annexes Step 1 Step 2 Step 3 Definition of Baseline 2014 from the Project description and the associated etwork Operations Plan Project Definition of a "Do othing" status for all KPIs taking into account the traffic forecast applied to the baseline Calculation of the added value of the project by difference for the relevant KPIs between the "Do othing" scenario and the "project decision" one. Step 4 Monetization of the added value per KPIs. Figure 3: Steps for measuring expected benefits The so called step approach is a systematic way to address any project or thread of projects. Four steps are defined: Step one: Baseline 2014 Referring to the existing traffic situation in the area (airport, airspace) and using official public documentation such as the ones used by PRB, SDM generates the so-called Baseline The baseline 2014 describes the performance and traffic situation in 2014 of the geographical scope of the project (airport, airspace) within the Deployment Program. The base year will be 2014 and the 2014 OP/ERIP or other relevant data will define in principle this baseline Step two: Do othing scenario In order to build a Do othing scenario, we need to project performance into the future according to the traffic forecast growth. Concerning En-route airspace and TMA airspace when applicable (AF3, AF4, AF5, AF6 projects), when relevant, the OP capacity assessment and planning process is the most validated and recognised methodology to project En-route ATFM delay (Capacity) and Flight Efficiency (Environment) performance into the future. Concerning TMA or airports (AF1, AF2 project), it is widely recognised that runway-related performance depends on variables which are factored in queuing formulae (runway utilisation, exposition to external events, traffic variability). However, each airport has got its own specificity that prevent from using generic parameters. SDM will seek the support of each airport in defining the Do othing scenario. The input of the airport would then be cross-checked with the OP data. Concerning TMA capacity the Do othing scenario will be elaborated on a case by case 148

410 Annexes basis depending on what are the objectives of the Project. To complete or crosscheck data of the airport / TMA Do othing scenario, the concept of elasticity factor could be used when OP and ERIP data are not available. Multiplied to the Key Performance Indicator (KPI), it gives the results for this KPI over time. A flat coefficient would illustrate a linear function. Elasticity factors are based on: Historical data, observing the correlation traffic / performance (e.g. delay and capacity) for a given environment (airspace, airport) and as far as practical for a given operating condition (adverse or good weather) Queuing theory simulations in relation to traffic, capacity and queuing length Evolution of the correlation between traffic / performance through time. This could be exponential, power, linear. The following table gives examples of elasticity factors in some standard cases. The factors are either flat on a time period or adjusted on a yearly basis. Figure 4: Examples of elasticity factors The elasticity factor by itself, the duration and/or threshold are set per KPI. Additionally the elasticity factor is by principle reduced by 50% for the second period of the lifetime cycle of the project or applied until reaching a determined threshold, depending on the overall development. This principle mitigates the fact that the positive effects after a certain period are less predictable. Clear limits of application of the elasticity factor concept shall be mentioned in the CBA assumptions to avoid any misunderstanding on how it is used. Finally, applied to all relevant KPIs, a Do othing performance evaluation will be made based on the latest traffic forecast, which in nearly every case will lead to an increase of delays and insufficient ATM results. 149

411 Annexes Step 3: Added-value as the difference between Do-nothing and Project Decision The Project Decision scenario is qualified with an expected KPI s level (the expected performance benefits). This expected KPI s level is derived from the information given by the project and validated by the OP/ERIP documents when applicable. Consideration is given to the ability of the project to deal with adverse weather conditions, resilience and robustness. TMA related project will require a case by case assessment depending on: a) If its contribution is mainly directed to improve the runway queuing at a given airport, then the TMA related project could be combined with AF1 and AF2 projects at that airport. b) If its contribution is mainly directed to improve the TMA capability to handle multiple queuing at different airports, then the TMA related project could be treated separately. c) If its contribution is mainly directed to improve the ATC sector capacity, then the TMA related project would be considered in the appropriate en-route / network AFs. Finally, the difference between the two scenarios ( Do-nothing and Project Decision ) is calculated Step four: monetization of benefits The performance differences are monetized through a set of values defined as follows: Fig. 5 Cost assumptions These references will be challenged and reviewed by the SDM for each Deployment Program new version. Initial values are taken from external sources. 150