LSSIP Year Level 1 Implementation Overview. < what needs to be filled in>

Transcription

1 LSSIP Year 2018 Level 1 Implementation Overview < what needs to be filled in> In yellow text guidance to help fill in the document to be deleted afterwards by FP In red text elements to be updated by CP from the DB no task for the State

2 TEMPLATE CHANGE TRACKING No Change Rationale 1 2 Executive summary ICAO ASBUs Progress Implementation part Block 1 added to graph Chapter 1 National environment: ATC Units removed from stakeholders part and moved to 1.1 Geographical scope After update of the links between the ICAO ASBUs and ATM P L3 Implementation Objectives, it was decided that this graphical presentation is now mature enough for LSSIP documents (some of the States already used it in the past years). 3 Chapter 3 updated list of conclusions 4 5 Annex Specialists involved in the ATM implementation reporting expanded with the list of other ATM national focal points for other organisations, list of stakeholders involved in each Objective taken out Annex Implementation Objectives links with SESAR, ICAO and DP links updated with links to DP, applicability area taken out. 6 Annex Orphan SESAR solutions Following changes in the ATM MP L3 Progress Report To allow for better harmonization of the LSSIP related activities within the State, taking into consideration the fact that LSSIP process is used by external organizations like EDA, ICAO, SJU for other reporting purposes. Requested by the stakeholders in the satisfaction survey. In cooperation with SJU in 2017 LSSIP cycle it was a separate questionnaire sent out to the stakeholders during the cycle. Following the request of the stakeholders (to provide all requests at the beginning of the cycle) it is now attached to the Template. The collected information will serve the inputs on SESAR Solutions for the ATM MP L1 campaign. LSSIP Year 2018 Template- Level 1 Released Issue

3 FOREWORD Will be available by the end of December 2018 LSSIP Year 2018 Template- Level 1 Released Issue

4 Document Title Infocentre Reference Date of Edition LSSIP Focal Point LSSIP Contact Person Status Intended for Available in LSSIP Year 2018 for <State> <XX> (LSSIP Support) <Date> Name + + Organisation Name + + EUROCONTROL / DECMA/ACS/PRM <Working draft / Draft /proposed issue / Released Issue> Agency Stakeholders Reference Documents LSSIP Documents LSSIP Guidance Material Master Plan Level 3 Plan Edition 2018 Master Plan Level 3 Report Year 2018 European ATM Portal STATFOR Forecasts Acronyms and abbreviations <National AIP> <FAB Performance Plan> atm master plan level 3 implementation plan atm master plan level 3 implementation report and LSSIP Year 2018 Template- Level 1 Released Issue

5 APPROVAL SHEET One signature page 1) Preferably, one of the national regulatory authorities signs on behalf of all the involved stakeholders leaving the arrangements between the signatory authority and the national stakeholders to be decided at State level. If this option is selected, the national arrangements must ensure that a person at the appropriate level of each of the involved stakeholders provides to the signatory authority written confirmation (e.g. e mail, letter, etc.) of the correctness of the information provided. 2) The traditional way in which each involved stakeholder signs the approval sheet. The following authority(ies) have approved all parts of the LSSIP Year 2018 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan Edition Stakeholder / Organisation Name Position Signature LSSIP Year 2018 Template- Level 1 Released Issue

6 CONTENTS 1. National ATM Environment Geographical Scope National Stakeholders Traffic and Capacity Evolution of traffic in <State> ACC <XX> ACC < YY> Master Plan Level 3 Implementation Report conclusions Implementation Projects National projects FAB projects Regional projects Cooperation activities FAB Co ordination Regional cooperation Implementation Objectives Progress State View Detailed Objectives Implementation progress Annexes Specialists involved in the ATM implementation reporting for <State> National stakeholders organisation charts Implementation Objectives links with SESAR, ICAO and DP Glossary of abbreviations Orphan SESAR Solutions LSSIP Year 2018 Template- Level 1 Released Issue

7 Executive Summary National ATM Context Provide an overview of the ATM applicable legislation and national stakeholders and highlight here any important change having occurred during the past year or foreseen for the planning period related to legislation, national stakeholders and geographical scope. Traffic and Capacity Executive summary relating to Traffic and Capacity including en route figures. Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives AOM19.1 and FCM05 are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared Achieved in previous editions (up to, and including, ESSIP Edition ) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. <Add additional explanatory text, if felt necessary> SESAR Baseline Implementation PCP Implementation SB PCP Above graph will be updated by CP after freezing the LSSIP Database LSSIP Year 2018 Template- Level 1 1 Released Issue

8 Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. <Add additional explanatory text, if felt necessary> Optimised ATM Network Services Advanced Air Traffic Services High Performing Airport Operations Enabling Aviation Infrastructure 85% 15% 70% 10% 65% 10% 90% 25% Above graph will be updated by CP after freezing the LSSIP Database ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks 0 and 1. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter <Add additional explanatory text, if felt necessary> Block 0 Block Above graph will be updated by CP after freezing the LSSIP Database LSSIP Year 2018 Template- Level 1 2 Released Issue

9 ATM Deployment Outlook State objectives Deployed in : By 12/2018 By 12/2019 By 12/ Airport objectives XXXX Deployed in : By 12/2018 By 12/2019 By 12/ Above graph will be updated by CP after freezing the LSSIP Database LSSIP Year 2018 Template- Level 1 3 Released Issue

10 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2018, together with plans for the next years. Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players civil and military and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided; Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level; Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2018, which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions; Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document; Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned; Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2016.In addition it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base. The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring. LSSIP Year 2018 Template- Level 1 4 Released Issue

11 1. National ATM Environment 1.1.Geographical Scope International Membership <State> is a Member of the following international organisations in the field of ATM: Organisation Since ECAC <yyyy> EUROCONTROL <yyyy> European Union <yyyy> EASA <yyyy> ICAO <yyyy> NATO <yyyy> ITU <yyyy> Geographical description of the FIR(s) The geographical scope of this document addresses the <State> FIR(s): <Name of FIRS>. <State> FIRs is surrounded by FIRs of <Nr> States, namely <names of States and FIRs>. <(non ECAC bordering states)> LSSIP Year 2018 Template- Level 1 5 Released Issue

12 Airspace Classification and Organisation Describe the current classification of the airspace, if possible also add chart (example below). ATC Units Description of the ATC units providing the services and their areas of responsibility; size of the ATC unit (maximum number of sectors); service provided (en route or TMA no more ref to TWR) The ATC units in the <States> airspace, which are of concern to this LSSIP are the following: ATC Unit Number of sectors Associated FIR(s) Remarks En route TMA 1.2.National Stakeholders The main National Stakeholders involved in ATM in <xxxx> are the following: <xxxx>; <xxxx>. Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. A diagram is to be inserted here as per the example below. It should be the State diagram. LSSIP Year 2018 Template- Level 1 6 Released Issue

13 Civil Regulator(s) General Information Civil Aviation in <XXX> is the responsibility of the <Ministry of Transport>. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The <CAA> is further detailed in the following sections. Activity in ATM: Organisation responsible Legal Basis Rule making Safety Oversight Enforcement actions in case of non compliance with safety regulatory requirements Airspace Economic Environment Security Accident investigation If for any of the activities above there is more than one organisation responsible, please explain here whodoes what (is responsible for). <CAA/DGAC> Explain what type of organisation structure is in place for ATM regulation (Aviation Ministry, Ministry department, State s aviation office, Autonomous agency, Civil Aviation department, Civil Aviation authority, other). Explain how it is separated from the ANSP (functionally, organisationally). Explain the relationship with the Ministry of Transport (or equivalent). LSSIP Year 2018 Template- Level 1 7 Released Issue

14 Annual Report published: <Y/N> If Y, add URL or provide full name/reference to the document. NOTE 1: The Annual Report referred to in this table is not to be confused with the State SES Annual Report submitted to the European Commission, it refers to the Report produced to capture its annual activities. NOTE2: If the Annual Report covering 2018 activities is still under preparation, provide above information for the 2017 Report. Give address of CAA/DGCA website Reference to organisation chart at annex. <ANSPs> Service provided Fill in table below for the main ANSP in the State Governance: <e.g. Joint Stock Company, State enterprise...> Services provided Y/N Comment Ownership: ATC en route <Y> <if no, specify who provides the service(s)> ATC approach <Y> <if no, specify who provides the service(s)> ATC Aerodrome(s) <Y> <if no, specify who provides the service(s)> AIS <Y> <if no, specify who provides the service(s)> CNS <Y> <if no, specify who provides the service(s)> MET <Y> <if no, specify who provides the service(s)> ATCO training <Y> <if no, specify who provides the service(s)> Others Additional information: Provision of services in other State(s): <Y> Please specify (ex. Airport management) <if yes, specify which service(s), in which State> <e.g. 100% Ministry of Economy> Annual Report published: <Y/N> <If Y, add URL or provide full name/reference to the document.> This is the annual report covering yearly activities of the ANSP. Give address of ANSP website. Reference the organisation chart in annex. LSSIP Year 2018 Template- Level 1 8 Released Issue

15 ATS/CNS Technology FDPS Specify the manufacturer of the ATC system currently in use: Upgrade 1 of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? ATC Unit <Year> <Year> SDPS Specify the manufacturer of the ATC system currently in use: Upgrade of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? ATC Unit <Year> <Year> Airports General information Describe, in a few words, the general situation (ownership, number of airports in the State) of the airports. Airport(s) covered by the LSSIP Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2018 Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives. So the following airports are covered in this LSSIP: Voluntarily, any information for selected or all airports which considered as important for the traffic or capacity related issues within the state / FIR (/FAB?/Region?) could be provided The EUROCONTROL Public Airport Corner also provides information for the following airport(s): XXXX: web link Military Authorities The Military Authorities involved in ATM in <State> are composed of: <xxxx>; <xxxx>; 1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2018 Template- Level 1 9 Released Issue

16 They report to <the Ministry of Defence>. Their regulatory, service provision and user role in ATM are detailed below. <Reference to organisation chart at annex> Regulatory role Regulatory framework and rule making OAT OAT and provision of service for OAT governed by national legal provisions? Y/N Level of such legal provision: <State Law, Ministerial Decree, Air Force Regulation, Other> Authority signing such legal provision: <Prime Minister, Minister of Defence, Chief of Air Force, Other> These provisions cover: Rules of the Air for OAT Organisation of military ATS for OAT OAT/GAT Co ordination ATCO Training ATCO Licensing ANSP Certification ANSP Supervision Aircrew Training Aircrew Licensing Additional Information: <Add any clarification you feel necessary on the topics above> Means used to inform airspace users (other than military) about these provisions: National AIP National Military AIP EUROCONTROL eaip Other: <Specify> GAT Provision of service for GAT by the Military governed by national legal provisions? Y/N/ NA Level of such legal provision: <State Law, Ministerial Decree, Air Force Regulation, Other> Authority signing such legal provision: <Prime Minister, Minister of Defence, Chief of Air Force, Other> These provisions cover: Organisation of military ATS for GAT OAT/GAT Co ordination ATCO Training ATCO Licensing ANSP Certification ANSP Supervision ESARR applicability Additional Information:<Add any clarification you feel necessary on the topics above> Means used to inform airspace users (other than military) about these provisions: National AIP National Military AIP EUROCONTROL eaip Other: <Specify> Oversight OAT National oversight body for OAT: <name, > Additional information: < > GAT NSA (as per SES reg. 550/2004) for GAT services provided by the military: <name, specify if it is: a military NSA, separated from the civil NSA (In this case, please explain in Additional information whether it is separated from service provision, a Joint Civil military NSA; a Civil NSA> Additional information: < > LSSIP Year 2018 Template- Level 1 10 Released Issue

17 Service Provision role Services Provided: En Route OAT If not provided by MIL specify who does provide this service Services Provided: GAT En Route Approach/TMA Approach/TMA Airfield/TWR/GND Airfield/TWR/GND AIS AIS MET MET SAR TSA/TRA monitoring FIS Other: <Specify> Additional Information: Additional Information: SAR Other: <Specify> Military ANSP providing GAT services SES certified? <Y/N> If YES, since: <Dd/mm/yy> Duration of the Certificate: Certificate issued by: <name of NSA> If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information: xx years User role IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT If Military fly OAT IFR inside controlled airspace, specify the available options: Free Routing Within the regular (GAT) national route network Within a special OAT route system Within specific corridors only Under radar control Under radar advisory service If Military fly GAT IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF CNS exemptions: RVSM 8.33 Mode S ACAS Others: <Specify> LSSIP Year 2018 Template- Level 1 11 Released Issue

18 Flexible Use of Airspace (FUA) Military in <State> applies FUA requirements as specified in the Regulation No 2150/2005: FUA Level 1 implemented: Y/N FUA Level 2 implemented: Y/N FUA Level 3 implemented: Y/N Y/N LSSIP Year 2018 Template- Level 1 12 Released Issue

19 2. Traffic and Capacity This section was coordinated and will be prepared by EUROCONTROL DNM/OPL (Operations Planning), agreed with the Specialists concerned in the State and provided to the CP. The LSSIP FPs are requested to review this Chapter and comment on any discrepancies they might have noticed to the CP who will coordinate the necessary changes with the DNM/OPL. Estimated timings: - For capacity constrained States information will be available after the visit (due to take place between November 2018 and January 2019). The schedule of the visits will be provided to the CPs (some States may have their meetings scheduled in January 2019 due to budgetary reasons.) - For the non capacity constrained States information will be available by mid December. A reference will be inserted at the beginning of the chapter pointing to information related to the methodology used for breaking down targets will be available. The same reference includes also clarifications and important definitions of terms used in the text. It will be articulated into the following sub chapters: 2.1.Evolution of traffic in <State> 2.2.ACC <XX> Traffic and en route ATFM delays Performance summer 2017 Planning Period ACC < YY> LSSIP Year 2018 Template- Level 1 13 Released Issue

20 3. Master Plan Level 3 Implementation Report conclusions Conclusions issued from the European ATM Master Plan Level 3 Implementation Report 2018 applicable to <XX> (State) for all items that require corrective actions and improvements. Conclusion COLLABORATIVE FLIGHT PLANNING IMPLEMENTATION DELAYS SHOULD BE ADDRESSED AND SUPPORT FOR IMPLEMENTATION FROM NM GIVEN TO THE LOCAL STAKEHOLDERS. (page 10 of the Report) Applicable to All States with delays in implementation of FCM03 State s action planned for this conclusion: Description of the planned action: Conclusion AS THE ASM TOOLS AIMING FOR A FULL ROLLING ASM/ATFCM PROCESS ARE ON THE CRITICAL PATH FOR THE TRANSITION TOWARDS TRAJECTORY BASED OPERATIONS, ALL CONCERNED STAKEHOLDERS SHOULD ACTIVATE AND/OR INVIGORATE THEIR IMPLEMENTATION PLANS SO AS TO ENSURE THAT THE DEADLINES FOR IMPLEMENTATION WILL BE MET AS APPROPRIATE. (page 14 of the Report) Applicable to All States with delays in implementation of AOM19.1, AOM19.2 and AOM19.3 State s action planned for this conclusion: Description of the planned action: Conclusion IMPLEMENTATION OF FRA IS VERY MUCH ENCOURAGED BELOW FL310 AND IN CROSS BORDER AIRSPACE. (page 19 of the Report) Applicable to ECAC States State s action planned for this conclusion: Description of the planned action: Conclusion DELAYS IN IMPLEMENTATION OF A SMGCS SURVEILLANCE CAN POTENTIALLY IMPACT THE TIMELY IMPLEMENTATION OF OTHER SUBSEQUENT A SMGCS FUNCTIONALITIES. (page 26 of the Report, same as in 2017 LSSIP) Applicable to All Airports with delays in implementation of AOP04.1 and AOP04.2 and in particular the LSSIP Year 2018 Template- Level 1 14 Released Issue

21 PCP airports State s action planned for this conclusion: Description of the planned action: LSSIP Year 2018 Template- Level 1 15 Released Issue

22 4. Implementation Projects <The national/fab/regional projects are managed via the LSSIP DB. Data (Reports from DB) will be exportable to MSWord and directly usable for integration in LSSIP Documents. CPs and FPs to review information in the DB for projects> The table below presents the high level information about the main projects currently ongoing in <State>. The details of each project are available in Chapter 2 of the Level 2 Detailed Implementation Status document. 4.1.National projects Name of project Organisation(s): Schedule: Status: Links <Name of the Project> <Name of the Organisation> [Start date End date (Free text)] <Explain in briefly the progress made so far > ATM MP links: [Selection from OBJ, OI, ENB] Link to RP2 PP Link to DP 4.2.FAB projects Name of project Organisation(s): Schedule: Status: Links <Name of the Project> <Name of the Organisation> [Start date End date (Free text)] <Explain in briefly the progress made so far > ATM MP links: [Selection from OBJ, OI, ENB] Link to RP2 PP Link to DP Include all projects with FAB partners only. 4.3.Regional projects Name of project Organisation(s): Schedule: Status: Links <Name of the Project> <Name of the Organisation> [Start date End date (Free text)] <Explain in briefly the progress made so far > ATM MP links: [Selection from OBJ, OI, ENB] Link to RP2 PP Link to DP LSSIP Year 2018 Template- Level 1 16 Released Issue

23 5. Cooperation activities 5.1.FAB Co ordination Elaborate in few sentences the status of FAB project that State participates in. Coordinate with all other participating States. 5.2.Regional cooperation Regional cooperation initiatives Provide details of other cooperation initiatives which are important from the State s perspective. LSSIP Year 2018 Template- Level 1 17 Released Issue

24 6. Implementation Objectives Progress 6.1.State View Overall Objective Implementation Progress distribution for applicable Implementation Objectives Above graph will be updated by CP after freezing the LSSIP Database Summarise overall situation in the implementation of Implementation Objectives in the State. Special focus should be put on: 1) Any problem in completing Implementation Objectives due for ) Plans for completing Objectives, especially those due for 2019/2020 Example: XXXX is late in implementing Objective(s) XXXX which is/are planned to be completed by March 2017 due to a delay of XXXXX. The introduction of a new Voice Communication System was a major project, which was finalised by the end of 2016 and contributed to the completion of Objectives COM10 and COM11. The Objective ATC02.8 will be fully completed with the new ATM system upgrade which is foreseen in The Objective SAF11 is currently in the planning stage and is envisaged to be completed by LSSIP Year 2018 Template- Level 1 18 Released Issue

25 Objective Progress per SESAR Key Feature Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex Implementation Objectives links with SESAR, ICAO and DP. Legend: ## % = Expected completion / % Progress = ESSIP Timeline (different colour per KF) 100% = Objective Completed = Completion beyond ESSIP Timeline Optimised ATM Network Services AOM13.1 AOM19.1 (PCP) AOM19.2 (PCP) AOM19.3 (PCP) FCM03 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling ASM support tools to support A FUA ASM Management of real time airspace data ASM Management of real time airspace data Collaborative flight planning FCM04.1 (PCP) STAM Phase 1 FCM04.2 (PCP) STAM Phase 2 FCM05 (PCP) FCM06 (PCP) Interactive rolling NOP Traffic Complexity Assessment < % Above graph will be updated by CP after freezing the LSSIP Database Advanced Air Traffic Services < AOM21.1 (PCP) AOM21.1 (PCP) ATC02.8 Direct Routing Free Route Airspace Ground based Safety Nets ATC07.1 AMAN tools and procedures Airport 1 Airport 2 LSSIP Year 2018 Template- Level 1 19 Released Issue

26 ATC12.1 ATC15.1 ATC15.2 (PCP) ATC17 NAV03 RNAV 1 NAV10 Airport 3 Airport 4 Automated support for conflict detection, resolution support information and conformance monitoring Implement, in en route operations, information exchange tools & procedures in support of basic AMAN Arrival Management extended to en route airspace Electronic dialogue as automated assistance to controller during coordination and transfer APV procedures < % Above graph will be updated by CP after freezing the LSSIP Database High Performing Airport Operations < AOP04.1 A SMGCS Level 1 Airport 1 Airport 2 Airport 3 Airport 4 AOP04.2 A SMGCS Level 2 AOP05 AOP10 (PCP) AOP11 (PCP) AOP12 (PCP) Airport 1 Airport 2 Airport 3 Airport 4 Airport CDM Airport 1 Airport 2 Airport 3 Airport 4 Time Based Separation Airport 1 Airport 2 Airport 3 Airport 4 Initial Airport Operations Plan Airport 1 Airport 2 Airport 3 Airport 4 Improve runway and airfield safety with ATC clearances monitoring Airport 1 Airport 2 Airport 3 LSSIP Year 2018 Template- Level 1 20 Released Issue

27 AOP13 (PCP) ENV01 ENV01 SAF11 Airport 4 Improve runway and airfield safety with ATC clearances monitoring Airport 1 Airport 2 Airport 3 Airport 4 Continuous Descent Operations Airport 1 Airport 2 Airport 3 Airport 4 Continuous Descent Operations Airport 1 Airport 2 Airport 3 Airport 4 Improve runway safety by preventing runway excursions < % Above graph will be updated by CP after freezing the LSSIP Database Enabling Aviation Infrastructure < COM10 COM11 FCM08 (PCP) INF07 ITY ACID ITY ADQ ITY AGDL ITY AGVCS2 ITY FMTP ITY SPI Migrate from AFTN to AMHS Voice over Internet Protocol (VoIP) Extended Flight Plan Electronic Terrain and Obstacle Data (etod) Aircraft identification Ensure quality of aeronautical data and aeronautical information Initial ATC air ground data link services 8,33 khz air ground voice channel spacing below FL195 Common Flight Message Transfer Protocol Surveillance performance and interoperability Above graph will be updated by CP after freezing the LSSIP Database LSSIP Year 2018 Template- Level 1 21 Released Issue

28 ICAO ASBU Implementation The following table shows, for each of the ASBU Block 0 and 1 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2018 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/60 (European Air Navigation Planning Group). Legend: = Completed (during 2018 or before) = Missing planning date = Progress achieved in 2016 = Not applicable < B0 APTA Optimization of Approach Procedures including vertical guidance 100% B0 SURF Safety and Efficiency of Surface Operations (A SMGCS Level 1 2) 34% 100% B0 FICE Increased Interoperability, Efficiency and Capacity through Ground Ground Integration 22% 100% B0 DATM Service Improvement through Digital Aeronautical Information Management 85% 100% B0 ACAS ACAS Improvements 17% 100% B0 SNET Increased Effectiveness of Ground Based Safety Nets 67% 100% B0 ACDM Improved Airport Operations through B0 RSEQ Improved Traffic flow through Runway sequencing (AMAN/DMAN) 25% 100% B0 FRTO Improved Operations through Enhanced En Route Trajectories B0 NOPS Improved Flow Performance through Planning based on a Network Wide view 45% 100% B0 ASUR B0 CDO Initial capability for ground surveillance 100% Improved Flexibility and Efficiency in Descent Profiles (CDO) 23% B0 TBO Improved Safety and Efficiency through the initial application of Data Link En Route 20% 100% Above graph will be updated by CP after freezing the LSSIP Database LSSIP Year 2018 Template- Level 1 22 Released Issue

29 6.2.Detailed Objectives Implementation progress Objective/Stakeholder Progress Code: Completed Not yet planned Ongoing Not Applicable Planned Missing Data Late Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling AOM13.1 Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 text REG (By:12/2018) CAA text MIL text ASP (By:12/2018) ANSP text MIL text MIL (By:12/2018) MIL text Implementation Status dd/mm/yyyy Implementation Status dd/mm/yyyy Implementation Status dd/mm/yyyy dd/mm/yyyy Implementation Status dd/mm/yyyy Implementation Status dd/mm/yyyy Implementation Status dd/mm/yyyy LSSIP Year 2018 Template- Level 1 23 Released Issue

30 Main Objectives Objectives will be extracted by CP after freezing the LSSIP Database Additional Objectives for ICAO ASBU Monitoring Objectives will be extracted by CP after freezing the LSSIP Database Local Objectives Objectives will be extracted by CP after freezing the LSSIP Database Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area. AOP14 Remote Tower Services Implementation Status text dd/mm/yyyy LSSIP Year 2018 Template- Level 1 24 Released Issue

31 ANNEXES Specialists involved in the ATM implementation reporting for <State> LSSIP Co ordination LSSIP Focal Points Organisation Name LSSIP National Focal Point LSSIP Focal Point for NSA/CAA LSSIP Focal Point for ANSP LSSIP Focal Point for Airport LSSIP Focal Point for Military EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person DECMA/PRM Other Focal Points Focal Points Organisation Name EASA EPAS Focal Point SDM Focal Point EDA Focal Point Performance Focal Point ICAO Focal Point U Space Focal Point LSSIP Year 2018 Template- Level 1 25 Released Issue

32 National stakeholders organisation charts Insert the different organisation charts. LSSIP Year 2018 Template- Level 1 26 Released Issue

33 Implementation Objectives links with SESAR, ICAO and DP Objective SESAR Key Feature ICAO ASBU B0 and B1 DP Family AOM13.1 AOM19.1 AOM19.2 AOM19.3 AOM19.4 B1 FRTO B1 NOPS B1 FRTO B1 NOPS B1 FRTO B1 NOPS B1 FRTO B1 NOPS ASM Tool to support AFUA ASM management of real time airspace data Full rolling ASM/ATFCM process and ASM information sharing Management of dynamic airspace configurations AOM21.1 B0 FRTO AOM21.2 B1 FRTO Upgrade of ATM systems to support Direct Routing and Free Routing Implement Free Route Airspace AOP04.1 B0 SURF A SMGCS level 1 and 2 AOP04.2 B0 SURF A SMGCS level 1 and 2 AOP05 B0 ACDM B0 RSEQ Initial DMAN Basic A CDM AOP10 B1 RSEQ Time Based Separation (TBS) AOP11 B1 ACDM Initial Airport Operations Plan (AOP) AOP12 AOP13 B1 ACDM B1 RSEQ Electronic Flight Strips (EFS) Airport Safety Nets associated with A SMGCS level A SMGCS Routing and Planning Functions AOP14 B1 RATS ATC02.2 B0 SNET ATC02.8 ATC02.9 B0 SNET B1 SNET B0 SNET B1 SNET Upgrade of ATM systems to support Direct Routing and Free Routing ATC07.1 B0 RSEQ Basic AMAN ATC12.1 B1 FRTO Upgrade of ATM systems to support Direct Routing and Free Routing ATC15.1 B1 RSEQ AMAN upgrade to include Extended Horizon function ATC15.2 B1 RSEQ AMAN upgrade to include Extended Horizon function ATC16 B0 ACAS ATC Upgrade of ATM systems to support Direct Routing and Free Routing ATC18 No direct link, although implementation is recommended in Family LSSIP Year 2018 Template- Level 1 27 Released Issue

34 COM10 COM Management of Dynamic Airspace Configurations Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) COM12 ENV01 B1 SWIM B0 CDO B1 CDO NewPENS: New Pan European Network Service Stakeholders Internet Protocol Compliance ENV02 ENV03 B0 CCO FCM01 B0 NOPS FCM03 B0 NOPS Interface ATM systems to NM systems FCM STAM phase 1 FCM04.2 B0 NOPS STAM phase 2 FCM05 B1 ACDM B1 NOPS Interactive Rolling NOP AOP/NOP Information Sharing FCM06 B1 NOPS Traffic Complexity tools FCM07 B1 NOPS Target Time for ATFCM purposes Reconciled target times for ATFCM and arrival sequencing FCM08 B1 FICE Interface ATM systems to NM systems FCM09 B1 NOPS INF04 B0 DATM INF Geographical database for procedure design INF08.1 INF08.2 B1 DATM B1 SWIM B1 DATM B1 SWIM 5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.3.1, 5.4.1, 5.5.1, , 5.1.4, 5.2.1, 5.2.2, 5.2.3, ITY ACID ITY ADQ B0 DATM Geographical database for procedure design ITY AGDL B0 TBO ATN B1 based services in ATSP domain A/G and G/G Multi Frequency DL Network in defined European Service Areas ATN B1 capability in Multi Frequency environment in Aircraft Domain ITY AGVCS2 ITY COTR B0 FICE ITY FMTP B0 FICE B1 FICE ITY SPI B0 ASUR LSSIP Year 2018 Template- Level 1 28 Released Issue

35 NAV03.1 NAV03.2 NAV10 B0 CDO B0 CCO B1 RSEQ B1 RSEQ B0 APTA RNP 1 Operations in high density TMAs (ground capabilities) RNP 1 Operations (aircraft capabilities) RNP APCH with vertical guidance Geographic Database for procedure design NAV12 B1 APTA SAF11 Legend: Objective s link to SESAR Key Feature: Optimised ATM Network Services High Performing Airport Operations Advanced Air Traffic Services Enabling Aviation Infrastructure LSSIP Year 2018 Template- Level 1 29 Released Issue

36 Glossary of abbreviations This Annex mostly shows only the Abbreviations that are specific to the LSSIP <State>. Other general abbreviations are in the Acronyms and Abbreviations document in: Term AF FT PCP PDP S AF Description ATM Functionality Fast Track Pilot Common Project Preliminary Deployment Programme Sub ATM Functionality LSSIP Year 2018 Template- Level 1 30 Released Issue

37 Orphan SESAR Solutions Applicable to EU States +CH and NO, to be delivered by end of January, States to decide if they want to publish SESAR Solution Code SESAR Solution Title Solution Description Has the SESAR Solution been implemented in your State? (Y N) if Yes please report where High Performing Airport Operations Are there implementation plans in your State for the SESAR Solution? (Y N ) If Yes please report when and where implementation is planned If please provide justification #01 #04 #23 Runway status lights Enhanced traffic situational awareness and airport safety nets for vehicle drivers D TAXI service for controllerpilot datalink communications (CPDLC) application RWSL (RunWay Status Lights), a fully automatic system based on A SMGCS surveillance that can be used on airports to increase safety by preventing runway incursions and associated operational procedures. The system directly provides the information on runway usage to the vehicle drivers and flight crews through new airfield lights. Operational requirements and technical specifications to detect a risk of collision between a vehicle with aircraft and the infringement of restricted or closed areas. The Vehicle Driver is provided with the appropriate alert, either generated by the on board system or uplinked from the controller airport safety net. Use of data link communications between the Tower Controllers and the flight crew during surface movement. It is based on the D TAXI service from the CPDLC application, as standardised by RTCA SC214/EUROCAE WG78 (DO 350 & DO 351). It also includes the access to this service for end users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. LSSIP Year 2018 Template- Level 1 31 Released Issue

38 #47 #48 #54 Guidance assistance through airfield ground lighting Virtual block control in low visibility procedures (LVPs) Flow based integration of arrival and departure management Enhanced Guidance Assistance to mobiles based on the automated switching of Taxiway lights and Stop bars according to the Airfield Ground Lighting (AGL) operational service Provision of flight crew and vehicle drivers with supplementary means of guidance based on coupling the taxi route management with the airfield ground lighting. Taxiway centreline lights are automatically and progressively switched on in segments as the mobile progresses along its assigned route. Stop bars are automatically activated to mark clearance limit. The ATCO can issue simpler and shorter taxi clearances through a "FOLLOW THE GREENS" type instruction In low visibility conditions, the tower controller working positions are provided with Virtual Stop Bars (VSB) to improve low visibility operations and enhance controllers situational awareness. Virtual Stop Bars can be used by the controller to reduce block sizes once procedural control applies. Additional controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorized movement (Watch Dog). Integrated Arrival and Departure management aims at increasing throughput and predictability at an airport by improved co ordination between En Route/Approach and Tower controllers. Arrival and Departure flows to the same runway (or for dependent runways) are integrated by setting up fixed arrival departure pattern for defined periods. The successive pattern might be chosen by the operators or provided by an optimization algorithm considering arrival and departure demand. Departure flow to the runway is managed by pre departure sequencing (integrating route planning) while arrival flow to the runway is managed by arrival metering LSSIP Year 2018 Template- Level 1 32 Released Issue

39 #55 #61 Precision approaches using GBAS Category II/III A low cost and simple departure data entry panel for the airport controller working position This SESAR Solution aims at improving Low Visibility Operation using GBAS Cat II/III based on GPS L1 The main benefit is the increased runway capacity in poor weather conditions as the glide path and azimuth signals will face hardly any interference from previous landing aircraft or other obstacles. More sustained accuracy in aircraft guidance on final approach. The GBAS is a precision approach system relying on GNSS signals and composed of ground and airborne segments. GBAS supports enhanced level of service for all phases of approach, landing and departure. GBAS CATII/III GPS L1 is the outcome of the extensive work in SESAR WP9 and 15 in addition to project involving main European ground systems manufacturers and airborne industry. The solution is based on the existing single frequency GPS L1 signals and is considered as an initial GBAS CAT II/III solution as the final solution should make use of multi constellation multifrequency signals. The GBAS CATII/III L1 system should enable Automatic Approach and Landing down to Cat IIIb minima for Mainline Aircraft Automatic roll out, DH < 50 ft down to no DH & RVR between 50m and 200m Automatic Approach and Landing down to Cat II or Cat IIIa minima for Business and Regional Aircraft 50 ft < DH < 200 ft & 200 m < RVR < 550m CAT IIIb considerations for Business Aircraft for possible future use Guided take off is integrated in the reflexion The use of a simple Airport Departure Data Entry Panel (ADDEP) improves the integration of small regional airports by providing a low cost solution to compute and share aircraft electronic pre departure data to the ATM network, between the tower and approach controllers, as well as the tower and the Network Manager. LSSIP Year 2018 Template- Level 1 33 Released Issue

40 #70 #116 Enhanced ground controller situational awareness in all weather conditions De icing management tool Enhanced Ground Controller Situation Awareness in all Weather Conditions further develops ADS B applications in order to improve ground surveillance systems. The solution provides the controller with the position and automatic identity of all relevant aircraft and all relevant vehicles in the movement area (i.e. manoeuvring area plus apron). The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de icing operations are no longer characterised by the A CDM concept as adverse conditions, i.e. a state that is in need of collaborative recovery procedures, but rather a part of normal operations in the winter period. The DIMT allows for the scheduling and monitoring of de icing operations. It is an internet browser based tool that addresses three distinct procedures for deicing: Remote de icing, which occurs at a specific location on the airport away from the parking stand; On stand de icing, which occurs just before the aircraft leaves its stand; and After push de icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de icing. Advanced Air Traffic Services #06 Controlled time of arrival (CTA) in mediumdensity/mediumcomplexity environments The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using airborne capabilities to improve arrival management. When a time constraint is needed for a flight, the ground system may calculate a CTA as part of the arrival management process, and LSSIP Year 2018 Template- Level 1 34 Released Issue

41 #08 #10 #11 #69 Arrival management into multiple airports Optimised route network using advanced RNP Continuous descent operations (CDO) using point merge Enhanced STCA with downlinked parameters then it may be proposed to the flight for achievement by avionics within required accuracy. Airborne information may be used by the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into different airports by calculating the sequence of aircraft flying towards an area where their routes intersect. By imposing an adequate spacing of the aircraft in that area, a Time To Lose (TTL) for the appropriate upstream E TMA sector is calculated to meet this constraint. Both AMAN TTL for the runway and TTL for the E TMA sector are superimposed and presented to the upstream enroute sector controllers. Based on Advanced RNP navigation specification, design of optimised routes e.g spaced parallel routes, Fixed Radius Transition (FRT) and Tactical Parallel Offset (TPO) further enhanced by onboard performance monitoring and alerting and the execution of more predictable aircraft behaviour Progressive implementation of procedures for Continuous Descent Operations (CDO) and Continuous Climb Operations (CCO) in higher density traffic or to higher levels, optimised for each airport arrival/departure procedure STCA (Short Term Conflict Alert) is a ground based system designed and deployed to act as a safety net against collisions. The system, which can be used in both en route and TMAs, generates an alert to warn air traffic controllers for when separation minima between aircraft have been infringed upon. The system makes use of downlinked aircraft parameters (DAP) available through Mode S EnHanced Surveillance (EHS) (i.e. Selected Flight Level, Roll angle/track angle rate) are to increase the reliability and accuracy of the alerts. LSSIP Year 2018 Template- Level 1 35 Released Issue

42 #105 #107 #108 Enhanced airborne collision avoidance system (ACAS) operations using the autoflight system Point merge in complex terminal airspace Arrival Management (AMAN) and Point Merge New altitude capture laws aim to reduce unnecessary ACAS alarms and reduce the risk of mid air or near mid air collisions between aircraft as a last resort safety net, by automatically reducing the vertical rate at the approach of the selected flight level (only when a Traffic Advisories TA occurs), leading to less traffic perturbation, while not increasing flight crew workload. This new procedure design builds upon precision navigation technology (P RNAV concept) for merging traffic into a single entry point, which allows efficient integration and sequencing of inbound traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E TMA) sectors replaces radar vectoring with a more efficient and simplified traffic synchronisation mechanism that reduces communication workload and increases collective traffic predictability. Optimised ATM Network Services #57 User driven prioritisation process (UDPP) departure Airspace Users are allowed to change among themselves (via the pre departure management process in CDM airports) the priority order of flights in the predeparture sequence.the departure time will be automatically communicated/coordinated with the Network Management Function (NMF) via the DPI message as described in the A CDM concept. Enabling Aviation Infrastructure #34 Digital Integrated Briefing The current pre flight briefing for the pilot includes pages of information, called notice to airmen (NOTAM), recent weather reports and forecasts (MET), which have to be integrated into a consolidated operational picture. The documents can be difficult for pilots to use, and no longer satisfy today s air traffic needs for timely and accurate aeronautical and meteorological information updates. By introducing digital NOTAM and MET data, the briefing LSSIP Year 2018 Template- Level 1 36 Released Issue

43 could be radically improved. #67 #100 #101 #102 AOC data increasing trajectory prediction accuracy ACAS Ground Monitoring and Presentation System Extended hybrid surveillance Aeronautical mobile airport communication system (AeroMACS) Europe s vision to achieve highperforming aviation by 2035 builds on the idea of trajectory based operations meaning that aircraft can fly their preferred trajectory while minimising constraints due to airspace and service configurations. SESAR has introduced an early version which makes use of flight planning data sourced from airline operational control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF ICE). The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they occur in accordance with ICAO regulations. However these reports can come late, incomplete or are absent in some instances. This solution consists of a set of monitoring stations and a server system, which enable the continuous monitoring and analysis of ACAS RAs and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive surveillance methods and reducing the need for active Mode S interrogations. By making fewer active interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses the IEEE (WiMAX) standard. Designed to operate in reserved (aeronautical) frequency bands, LSSIP Year 2018 Template- Level 1 37 Released Issue