Local Single Sky ImPlementation (LSSIP) SPAIN

Transcription

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

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5 DOCUMENT IDENTIFICATION SHEET LSSIP for Spain Info Centre Reference: 16/01/29-89 Document Identifier Edition: Year 2015 LSSIP Year 2015 Spain Edition Date: 08/03/2016 LSSIP Focal Point - Estíbaliz Salazar LSSIP Contact Person Lut Nackaerts Status esalazar@enaire.es lut.nackaerts@eurocontrol.int Intended for ENAIRE Head of Convergence and Planning Unit DPS/PEPR Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Internet ( Path: I:\CORPORATE\Single Sky\8-PEPR\06 Methods and Quality\2. Strawman Documents - LN\LSSIP Strawmans preparation\lssip Year 2015_Spain.docx LINKS TO REFERENCE DOCUMENTS 1 LSSIP Guidance Material 2 ESSIP Plan Edition European ATM Portal Working - Public ESSIP Report STATFOR Forecasts 6 Acronyms and abbreviations 7 LSSIP Documents 8 National AIP 9 FAB Performance Plan /sowepp/default.aspx 10 SW FAB Common Plan LSSIP Year 2015 Spain Released Issue

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7 APPROVAL SHEET The following authority(ies) have approved all parts of LSSIP Year 2015 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European Single Sky ImPlementation (ESSIP) Plan Edition LSSIP Year 2015 Spain Released Issue

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9 TABLE OF CONTENTS Executive Summary... 1 Introduction... 6 Chapter 1 - National ATM Environment Geographical Scope International Membership Geographical description of the FIR(s) Airspace Classification and Organisation National Stakeholders Civil Regulator(s) ENAIRE Airports Military Authorities Chapter 2 - Traffic and Capacity Evolution of traffic in continental Spain Evolution of traffic in the Canary Islands BARCELONA ACC Traffic and en-route ATFM delays Summer 2015 performance Planning Period CANARIAS ACC Traffic and en-route ATFM delays Summer 2015 performance Planning Period MADRID ACC Traffic and en-route ATFM delays Summer 2015 performance Planning Period PALMA ACC Traffic and en-route ATFM delays Summer 2015 performance Planning Period SEVILLE ACC Traffic and en-route ATFM delays Summer 2015 performance Planning Period Chapter 3 - ESSIP Report recommendations Chapter 4 - National Projects Chapter 5 - Regional Co-ordination FAB Co-ordination FAB Projects Regional cooperation Regional Cooperation Initiatives Chapter 6 - ESSIP Objective Implementation Conventions ESSIP Objectives Implementation progress Alignment of PCP with ESSIP Objectives and related progress Annexes Annex A Specialists involved in the LSSIP Process Annex B National Stakeholders Organisation Charts Annex C Glossary of Abbreviations LSSIP Year 2015 Spain Released Issue

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11 Executive Summary National ATM Context The main National Stakeholders involved in ATM in Spain are: Within the Ministry of Public Works, Infrastructures and Transport and reporting to the General Secretary for Transport are the DGAC and AESA: The Civil Directorate for Civil Aviation, DGAC s main role is to define and propose to the Minister and the Government the policy objectives on civil aviation. The Spanish Aviation Safety and Security Agency (AESA Agencia Estatal de Seguridad Aérea): AESA started its activity on the 20th October Currently AESA is in charge of civil NSA role for civil aviation with the exception of the military facilities and services provided by them to GAT and the MET services. The Spanish Aeronautical Military Authority is the Chief of Air Staff (JEMA Jefe de Estado Mayor Del Aire). The Deputy Chief of Air Staff (SEJEMA Segundo Jefe del Estado Mayor del Aire) is the military NSA for the air navigation services provided by the military to GAT in the framework of SES Regulation. The Public Corporate Entity Aeropuertos Españoles y Navegación Aérea (AENA), created by Article 82 of the 1990 General State Budget Act, Law 4/1990, of 29 June, changed its name to ENAIRE on 5 July ENAIRE is the company designated by the State to provide air transit services in the enroute and approach phases. Its 5 control centres and 22 control towers manage close to 1.8 million flights a year, which makes it one of the 4 largest flight navigation managers in Europe. Furthermore, ENAIRE holds 51% of the capital of AENA S.A. AENA S.A. is in charge of managing airports functions and duties in the 46 airports and 2 heliports in Spain, and participates directly and indirectly in the management of a further 16 airports in Europe and America, including London's Luton airport, with a 51% stake. AENA is the world's number one airport operator in terms of passenger traffic. Over 590 million passengers passed through Spanish airports in the last 3 years The Secretary of State for Environment within the Ministry of Agriculture, Food and Environment is the National Supervisory Authority (NSA) for MET service. The State Meteorological Agency (AEMET), reporting to the Ministry of Agriculture, Food and Environment, is certificated as meteorological service provider for air navigation since 2006 and designated by 21/2003 law. AEMET is the state meteorological authority. In accordance with the Law 9/2010, a new certified ATS provider for AFIS and/or ATC provision in some Spanish aerodromes has been designated. Also within the above-mentioned framework, Spain has designated new ATC Tower Providers for certain airports (13 liberalized ATC services: all of them operating). The following table details the certified services providers: Organisation ATS Certified Provider AIS Certified Provider Communications Certified Provider Navigation Certified Provider Surveillance Certified Provider ENAIRE X X X X X INECO X SAERCO X X X X FerroNATS Air Traffic Services X X X X LSSIP Year 2015 Spain 1 Released Issue

12 Traffic and Capacity Traffic in the Spanish ACCs (excluding Canarias, where decreased by 1.3%) increased by 3.0% during summer 2015 (May to October inclusive), when compared to the same period during The en-route delays have increased in all ACCs except in Canary Island (where has decreased from 0.39 to 0.17 min.) The ATC Capacity was the main reason of these delays in the majority of the cases. The STATFOR medium-term forecast (from 2016 to 2020) predicts an average growth of 2.9% in Continental and 2.1% in Canary Islands. The Barcelona ACC s capacity gap will be closed during the RP2 period, whilst the performance in the rest of Spanish ACCs is also expected to meet RP2 requirements. ESSIP Objective Implementation The implementation of the ESSIP Objectives during this cycle LSSIP 2015 can be summarised as follows: 9 ESSIP Objectives have been assessed as : ITY-FMTP, AOP05 (Madrid and Barcelona Airports), ATC07.1 (Barcelona and Madrid) and ENV01 and ENV02 (Madrid, Barcelona and Palma Airports) and AOP04.1 (Madrid) and COM10 and FCM01 and INF as Partially : AOM21.2, FCM03 (trials with Network Manager are still pending), ATC16, ITY-ACID, ITY-COTR, SAF11 and AOP04.2 (Palma Airport). 10 Objectives are Planned to be fully implemented in medium-term: 2017: ITY-AGDL 2018: AOM13.1, ATC17, and ITY-AGVCS2 2019: NAV : AOP12 (Madrid, Barcelona and Palma Airports) and COM : ATC12.1 and FCM : AOP10 (Madrid Airport) There are 15 Late ESSIP objectives: - AOM21.1: Implementation of Direct Routing is planned by 2020, according to Common Plan SW FAB FRA PHASE III. - AOP03: The full implementation of this objective is delayed by certain actions from REG and APO. However, pending recommendations are expected to be fully implemented by July ATC02.5, ATC2.6, ATC02.7: All these functionalities are planned to be included in SACTA system. The late implementation date is due to SACTA planning schedule. - ATC15: AMAN operations are being deployed sequentially: Partial implementation, sectors TMA in Madrid ACC (07/2013), Barcelona ACC (05/2014) and Palma ACC (04/2016) and full implementation, sectors TMA & En-Route,by the end of 2018 (Madrid, Barcelona and Palma). - FCM04: Implementation in Barcelona ACC will take place during 2016 with the advice from NM. - ITY- ADQ: The ADQ implementation is currently being prepared and planned to be fully achieved by June/2017 according to the 73/2010 Regulation, although some intermediary SLoAs will be achieved beyond the date established in the ESSIP ITY-SPI: Although the safety assessment is currently in progress, it is expected to be finished by mid NAV10: Currently, the PBN implementation plan is being redefined to adapt it to the general framework agreed at State level. It was concluded that the main driver of the Spanish PBN implementation plan had to be solving existing operational difficulties. - SAF10: The full implementation of this objective is only pending on monitoring activities that will be performed by REG in the framework of National Safety Plan and will be completed by June AOP04.1: A-SMGCS Level1 implementations are late in Barcelona and Palma de Mallorca Airports. Operational procedures will be finished by June LSSIP Year 2015 Spain 2 Released Issue

13 - AOP04.2: The implementation of advanced surface movement guidance and control system (A- SMGCS) Level 2 at Madrid Airport is linked to a new SACTA version, and therefore is planned by Also late in Barcelona Airport. - AOP05: Once completed the A-CDM implementation in Madrid and Barcelona, it has been started the implementation at Palma de Mallorca Airport. Full implementation is scheduled by end ATC07.1: AMAN tools and procedures will be fully operational at Palma Airport by mid ESSIP Objectives are No Plan - AOM19: At the moment Spanish Military stakeholders have expressed their interest in implementing LARA (a proposal has been submitted to INEA for CEF funding) and ENAIRE is waiting for them to define a coordinated project. - FCM05: Currently the implementation of this objective is pending the definition of a civil/military coordinated project related to have available an Automatic ASM tool. - INF07: ENAIRE AIS systems already comply with all international regulations regarding TOD data following the ICAO- Annex 15. At present, there is no plan from the military side (no specific plan has been established yet). Although TOD implementation is not a compulsory requirement for military, in the future the objective could be considered as part of military implementation plans. Although a formal National TOD Policy has not been established yet, AESA is addressing this objective and expects all airports be certified under Regulation (EU) No139/2014 before December AOP11: The initial AOP concept is currently being developed and validated within the SESAR program. Once the validation is successful, the deployment will be planned. LSSIP Spain * FOC Date Planned implementation date (see legend at the bottom of the table) State-related ESSIP Objectives AOM13.1 LSSIP Year 2015 Spain 3 Released Issue <= Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling * AOM19 Implement Advanced Airspace Management * AOM21.1 AOM21.2 Implementation of Direct Routing Implement Free Route Airspace AOP03 Improve runway safety by preventing runway incursions * [PCP] [E] * [PCP] [E] * ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 * ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 * ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 * ATC12.1 Implement automated support for conflict detection, resolution support information and conformance monitoring * ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations * ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM * FCM01 Implement enhanced tactical flow management services * FCM03 Implement collaborative flight planning * FCM04 Implementation of Short Term ATFCM Measures - phase 1 * FCM05 FCM06 Implementation of interactive rolling NOP Traffic Complexity Assessment [PCP] [E] * [PCP] [E] * 2022

14 LSSIP Spain INF04 Implement integrated briefing * * FOC Date Planned implementation date (see legend at the bottom of the table) INF07 Electronic Terrain and Obstacle Data (TOD) * ITY-ACID ITY-ADQ Aircraft identification Ensure quality of aeronautical data and aeronautical information * ITY-AGDL Initial ATC air-ground data link services above FL-285 * ITY-AGVCS2 ITY-COTR Implement air-ground voice channel spacing requirements below FL195 * Implementation of ground-ground automated co-ordination processes * ITY-FMTP Apply a common flight message transfer protocol (FMTP) * ITY-SPI Surveillance performance and interoperability * NAV03 Implementation of P-RNAV NAV10 Implement APV procedures * SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements * SAF11 Improve runway safety by preventing runway excursions * Airport-related ESSIP Objectives <= LEBL-Barcelona Airport AOP04.1 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 * Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 * AOP05 Implement Airport Collaborative Decision Making (CDM) * [PCP] AOP11 Initial Airport Operations Plan [E] * Improve runway and airfield safety with ATC clearances [PCP] AOP12 monitoring [E] * ATC07.1 Implement AMAN tools and procedures * Implement Continuous Descent Operations (CDO) ENV01 techniques for environmental improvements * Implement Collaborative Environmental Management ENV02 (CEM) at Airports * LEMD-Madrid Barajas Airport AOP04.1 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 * Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 * AOP05 Implement Airport Collaborative Decision Making (CDM) * AOP10 Time Based Separation [PCP] [E] AOP11 Initial Airport Operations Plan [PCP] [E] * AOP12 Improve runway and airfield safety with ATC clearances [PCP] monitoring [E] * ATC07.1 Implement AMAN tools and procedures * Implement Continuous Descent Operations (CDO) ENV01 techniques for environmental improvements * Implement Collaborative Environmental Management ENV02 (CEM) at Airports * LEPA-Palma de Mallorca Airport AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 * LSSIP Year 2015 Spain 4 Released Issue

15 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 * AOP05 Implement Airport Collaborative Decision Making (CDM) * [PCP] AOP11 Initial Airport Operations Plan [E] * Improve runway and airfield safety with ATC clearances [PCP] AOP12 monitoring [E] * ATC07.1 Implement AMAN tools and procedures * Implement Continuous Descent Operations (CDO) ENV01 techniques for environmental improvements * Implement Collaborative Environmental Management ENV02 (CEM) at Airports * Understanding the Table Objective Objective Partly Objective Planned No Plan Missing Data Not Applicable (Spain does not participate in this obj.) Late E= Essential Master Plan Reference PCP = Pilot Common Project NOTE: The year where the coloured box is placed indicates the Implementation Completion Date as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date. LSSIP Year 2015 Spain 5 Released Issue

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

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19 Chapter 1 - National ATM Environment 1.1 Geographical Scope International Membership Spain is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 1955 (Founding Member) EUROCONTROL 1997 European Union 1986 EASA 2003 ICAO 1951 NATO 1982 ITU Geographical description of the FIR(s) Spanish airspace is split in two regions (Peninsula and Canarias) separated mainly by the airspace controlled by the ACCs of Lisboa and Casablanca (see figure below). Surrounding the airspace of Spain, there are 10 FIRs controlled by 7 States (namely France (Brest, Bordeaux and Marseille), United Kingdom (Shanwick), Portugal (Lisboa and Santa Maria), Morocco (Casablanca), Algeria (Alger), Cape Verde (La Sal) and Senegal (Dakar)) belonging to three ICAO regions, which makes this area a transition either to Africa or South America. This fact constitutes an important fact for the development of air transport as some capacity limitations still exist. Spain is consolidating its presence in the South Atlantic corridor through the participation in cooperation programmes for the enhancement of CNS/ATM, thus increasing the capacity in this important area. Examples of this strategy are the extension of voice and radar communications networks using satellites (CAFSAT project) and the implementation of Navigation satellite systems (EDISA / SACSA). The geographical scope of this document addresses the three Spain FIR(s): FIR/UIR Madrid, FIR/UIR Barcelona and FIR/UIR Canary Islands. In turn, the Madrid FIR/UIR includes the airspace delegated to Seville, south of parallel 39º North. Within each FIR, the airspace in which the airways converge close to one or more airports is called Terminal Areas (TMA). In the Spanish airspace there are 12 TMAs. The Division Flight Level (DFL) separating upper from lower ATS airspace is FL245. LSSIP Year 2015 Spain 7 Released Issue

20 1.1.3 Airspace Classification and Organisation UNITED IRELAND KINGDOM FRANCE PORTUGAL SPAIN MOROCCO La Sal SPAIN ALGERIA Dakar Spanish neighbouring airspace and airspace assigned to Spain 1.2 National Stakeholders The main National Stakeholders involved in ATM in Spain are the following: AESA (Agencia Estatal de Seguridad Aérea - Spanish Aviation Safety and Security Agency), National Civil Aviation Supervisory Authority DGAC (Dirección General de Aviación Civil) Civil Aviation Regulation and Policy Meteorological Authority and Supervisory Authority - Secretary of State for Environment (Secretaría de Estado de Medioambiente, SEMA) Spanish Air Force (ESPAF) AENA S.A. (Spanish Airports) ENAIRE (Air Navigation Service Provider) AEMET (Agencia Estatal de Meteorología) - Meteorological Service Provider Their activities are detailed in the following subchapters and their relationships are shown in the diagram below according to Royal Decree 452/2012, of 5 th March 2012 amending and developing the basic structure of the Ministry of Public Works, Infrastructures and Transport and Royal Decree 401/2012 of 17 th February 2012 that sets the structure of the Ministry of Agriculture, Food and Environment Affairs. LSSIP Year 2015 Spain 8 Released Issue

21 LSSIP National stakeholders relationship block diagram CIDEFO is a Joint Civil and Military Commission between the Ministries of Defence and Public Works Infrastructures and Transport. In accordance with Law 21/2003, CIDEFO has a civil-military coordination role in relation to the organization and use of airspace and related regulations. Article 53 Tres of Law 18/2014 amends Article 6 of Law 21/2003 on CIDEFO in order to assign that high level body the functions on strategic management of airspace, including executive functions, required by Article 4 of Regulation (EC) Nº 2150/2005 of the Commission of 23 December 2005 establishing common rules for the flexible use of airspace is established. The DGAC, according to article 7 f) of Royal Decree 452/2012, assumes the coordination of actions corresponding to the Ministries of Defence and Public Works Infrastructures and Transport in the field of their respective domains, assuming the Co-Presidency and the Secretary of CIDEFO in accordance with the rules of procedures of CIDEFO (rotating with the military). AESA assumes the role of the civil NSA for civil aviation for all civil ANSPs except the MET SP. ESPAF is military CAA, Services Provider, but not certified, and, functionally independent NSA for military Services Provider to civil aviation. ENAIRE is the main air navigation service provider and AENA S.A. is the airport operator of the 46 airports and 2 heliports owned by the State. In accordance with the Law 9/2010, new certified ATS providers for AFIS and Aerodrome Control Services have been designated at a number of Spanish airports (16 so far) (INECO, SAERCO, FERRONATS). LSSIP Year 2015 Spain 9 Released Issue

22 1.2.1 Civil Regulator(s) General information The different national entities having regulatory responsibilities in ATM are summarised in the table below: Activity in ATM: Rule-making Organisation responsible DGAC Ministry of Public Works Infra. and Transport Ministry of Defence Ministry of the Agriculture, Food and Environment Affairs Legal Basis According to Royal Decree 452/2012, the DGAC is responsible for the development of studies and formulation of strategic policy proposals regarding aviation and air navigation systems and airports, whereas AESA assumes the role of the civil CAA and NSA for all civil ANSPs except for the MET Service Provider. AESA, according article 9.1 k) of Royal Decree 184/2008, has the regulatory initiative in the fields of civil aviation that have attributed to its responsibility, for its elevation to competent bodies within the Ministry of Public Works, Infrastructures and Transport. These proposals are later on elevated to the DGAC for final assessment and administrative process (CIDEFO, and public audience and hearing process among others steps of the regulatory process). The DGAC finally submits the regulation to the relevant Authority for its adoption. The regulatory proposals regarding ATM/ASM must be informed favourably by CIDEFO. Safety Oversight AESA (for civil aviation excluding the military services and facilities) Ministry of Public Works Infra. and Transport Ministry of Defence (Military) (Refer to Royal Decree 184/2008). AESA in its role NSA is in charge of promoting and enhancing safety in the civil aviation sector in Spain in accordance with ICAO and national regulations within the scope set for in the Law 21/2003. Thus AESA, in its role of civil NSA for ATM, CNS and AIS, is bound by the activities directly assigned to the NSAs by the European SES regulations and, in particular, regulation (CE) nº 549/2004 (article 4) and regulation (UE) nº 1034/2011. To that end, AESA is responsible for the air safety oversight according to Law 21/2003 in the field of civil aviation. The functionally independent NSA for military Services Provider to civil aviation is in charge of preserving the safety of air transport in Military Air Bases open to civilian traffic and joint use (with regard to military-owned facilities in the latter case). On December 1 st 2014 civil NSA (AESA) and NSA for military Services Provider to civil aviation (Spanish Air Force) signed a Protocol related to air navigation services provision oversight. This Protocol establishes the principles and means of collaboration and coordination between both NSAs, in the SES legislation framework. Enforcement actions in case of non-compliance with safety regulatory requirements AESA (Refer to Royal Decree 184/2008) AESA has enforcement powers in the field of civil aviation according to Law 21/2003. LSSIP Year 2015 Spain 10 Released Issue

23 Airspace CIDEFO AESA/DGAC Ministry of Public Works Infra. and Transport/ Ministry of Defence Article 53 Uno of Law 18/2014, of 15th October, approving urgent measures to growth, competitiveness and efficiency, published in the Official State Journal (BOE) last October 17, 2014, amends Article 4 of Law 21/2003, of 7th July, on Air Safety, establishing that the Ministries of Defence and the Ministry of Transport and Public Works define and set the policy and strategy for the airspace management, and the adoption of specific measures in this area in accordance with the provisions of the European Union and taking into account the needs of national defence. Likewise Article 53 Tres of Law 18/2014 amends Article 6 of Law 21/2003 on CIDEFO in order to assign that high level body the functions on strategic management of airspace, including executive functions, required by Article 4 of Regulation (EC) Nº 2150/2005 of the Commission of 23 December 2005 establishing common rules for the flexible use of airspace is established. Therefore CIDEFO is the competent body responsible of the civil-military coordination at ASM- FUA strategic level (OM march 1995). The proposals regarding ASM and airspace organization must be examined and informed favourably by CIDEFO. Economic Environment Security AESA Ministry of Public Works Infra. and Transport/ Ministry of Agriculture, Food and Environment / Ministry of Economy AESA Ministry of Public Works Infra. and Transport/ Ministry of Agriculture, Food and Environment AESA Ministry of Public Works Infra. and Transport/ Ministry of Agriculture, Food and Environment/ Ministry of Defence/ Ministry of Presidency AESA has economic supervisory powers in the field of the civil ATM sector in Spain (Performance Scheme Regulation (UE) nº 390/2013 & nº 391/2013). (Refer to Royal Decree 184/2008) (Refer to Royal Decree 184/2008) AESA, as National Supervisory Authority (NSA), is responsible for any competence derived from European Regulations (EC) and Directives, in the field of security of civil aviation, in particular, Regulation (EC) Nº 1035/2011. LSSIP Year 2015 Spain 11 Released Issue

24 Accident investigation Civil Accident and Incident Investigation Commission (CIAIAC) This body performs its functions independently from the Civil Aviation Authority (AESA) and the regulator (DGAC) in compliance with Regulation (UE) Nº 996/2010 and Spanish Air Safety Act 21/2003. CIAIAC reports to the Ministry of Public Works and Transport Under secretariat and to the Parliament. CIAIAC publishes the results of the safety investigations and statistics (including annual reports) through the following web site: DIRECCIONES_GENERALES/ORGANOS_COLEGI ADOS/CIAIAC/. CEANITA CEANITA is a collegiate body, currently attached to DESATI (Directorate for Safety Risk Analysis and Quality Management of AESA) with advisory functions and cooperation with civil and military aviation authorities aimed at increasing the safety of air navigation and prevent air traffic incidents (Ministerial Order PRE/697/2012 Order of 2 April). CEANITA is an inter-ministerial body (Ministry of Transport and Ministry of Defence) whose functions are to analyse air traffic incidents notified through the Occurrence Reporting System (SNS) and to directly advise aviation authorities. CEANITA/SNS perform their functions without interfering with CIAIAC activities. CEANITA is not only responsible for the study of civil air traffic incidents but also for those air traffic incidents in which a military aircraft or ATS unit is involved, with, prior authorization of the Spanish Air Force. CEANITA publishes the results of the safety investigations and statistics (including annual reports) through the following web site: r_seguridad/ceanita/default.aspx CITAAM (Military Aviation Accidents Technical Investigation Commission) The CITAAM (Military Aviation Accidents Technical Investigation Commission) reports directly to the Minister of Defence and is responsible of any accident involving military service provision or military users. CITAAM and CIAIAC have subscribed a collaborative agreement for civil and military accidents or serious incidents investigations. CITAAM or designated body by Minister of Defence or CAS, in collaboration with CIAIAC can investigate accidents/serious incidents of civil aircraft which involve Military ANSP in Bases open to civil traffic and joint civil-military aerodromes DGAC Spain ATM regulation in Spain falls essentially within the competences of the Ministry of Public Works, Infrastructures and Transport although the Ministry of Defence has an important participation on its definition and drafting. The Ministry of Agriculture, Food and Environment is the regulator as far is concerned the aeronautical MET services. The Ministry of Public Works, Infrastructures and Transport carries out its supervisory and regulatory competences through AESA and DGAC, respectively. AESA is the civil NSA for ATM, CNS and AIS services. Within the Ministry of the Agriculture, Food and Environment, the Secretary of State for Environment is the NSA for aeronautical meteorological services. LSSIP Year 2015 Spain 12 Released Issue

25 The regulations affecting the military interest or requiring civil-military coordination are made through the works in the CIDEFO Commission. The primary roles of the DGAC detailed in article 7 in Royal Decree 452/2012 are: To propose the air transport strategic policy and air navigation and airports planning (Master Plan). The institutional coordination with the different Administrations, including the Ministry of Defence, and with the regional governments in the State in the fields of the airport planning and air navigation. Coordination of competences with the local authorities regarding the planning of the uses of the territory in the aerodrome surroundings. Elaboration and proposal of regulations in the fields of civil aviation. Approval of Circulares Aeronáuticas. High level representation of the Ministry of Public Works, Infrastructures and Transport in national and international organizations in relation with civil aviation. AESA s main competences detailed in Royal Decree 184/2008 are: Supervision and inspection of the civil aviation sector. Support to the optimization of safety and security aspects in air transport. Protection of User Rights, particularly passengers. Improvement of quality on civil aviation services provision. Economical supervision. Environment. The regulatory initiative in the fields of civil aviation that have attributed to its responsibility, for its elevation to competent bodies within the Ministry of Public Works, Infrastructures and Transport. Additional information about AESA can be found in: The organisational chart can be seen in Annex B. AESA and DGAC are organizations with its own legal entity and organizationally different and separated from the ANSPs, airlines and airports operators. AESA is an organisation regulated by the National Law 28/2006 and its own Statues (Royal Decree 184/2008), being financially and organisationally independent from other agencies. Annual Report published (AESA): Y ult.aspx. This link provides all the information related to the annual financial reports of the organisation since The annual 2013 financial report is also included according to article 128 of the National Law 47/2003 of 26th September ENAIRE Services provided ENAIRE (Air Navigation Service Provider) is an organisation legally and organisationally separated from DGAC (although depending also of the Ministry of Public Works, Infrastructures and Transport). The Public Corporate Entity ENAIRE is the company designated by the State to provide air transit services in the en-route and approach phases. Its 5 control centres and 22 control towers manage close to 1.8 million flights a year, which makes it one of the four largest flight navigation managers in Europe. ENAIRE controls airspace of 2,190,000 square kilometres, consisting of the Iberian Peninsula (except Portugal), and part of the North Atlantic, the Western Mediterranean and Western Sahara. ENAIRE performs the national and international operational coordination of the Spanish air traffic management network through efficient airspace management, taking into account respect for the environment and the needs of users. LSSIP Year 2015 Spain 13 Released Issue

26 Furthermore, ENAIRE holds 51% of the capital of AENA S.A., managing a network comprising 46 airports and 2 heliports in Spain, including Adolfo Suárez Madrid-Barajas, Barcelona-El Prat, Palma de Mallorca and Malaga-Costa del Sol. This network serves over 187 million passengers a year. Likewise, AENA S.A. has a stake in the management of a further 15 airports in the United Kingdom, Colombia and Mexico. The Public Corporate Entity Aeropuertos Españoles y Navegación Aérea (AEN), created by Article 82 of the 1990 General State Budget Act, Law 4/1990, of 29 June, changed its name to ENAIRE on 5 July Name of the ANSP: Governance: ENAIRE Corporatized since (Public Entity) Services provided Y/N Comment ATC en-route ATC approach ATC Airport(s) AIS CNS Y Y Y Y Y Ownership: 100% state-owned MET N AEMET (State Meteorological Agency) is the MET Service Provider ATCO training Y ENAIRE training/services certified: Unit training, continuation training, training of on-the-job training instructors and training of licence holders entitled to act as competence examiners and/or competence assessors. Others Y Additional information: Provision of services in other State(s): N Annual Report published: Y html Additional information about ENAIRE can be found in: The organisation chart can be seen in Annex B ATC systems in use Specify the manufacturer of the ATC system currently in use: Major upgrade 1 of the ATC system is performed or planned? Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems: INDRA Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems: year Replacement of the ATC system by the new one is planned? 3.z z5.60: SACTA itec 4.0: SACTA itec 4.1: Year 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 2015 Spain 14 Released Issue

27 FDPS Specify the manufacturer of the ATC system currently in use: Upgrade 2 of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? ATC Unit INDRA Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems: 3.z z5.60: SACTA itec 4.0: SACTA itec 4.1: Year Madrid, Barcelona, Sevilla, Gran Canaria, and Palma de Mallorca ACCCs. SDPS Specify the manufacturer of the ATC system currently in use: Upgrade 3 of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? ATC Unit INDRA Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems: 3.z z5.60: SACTA itec 4.0: SACTA itec 4.1: Year Madrid, Barcelona, Sevilla, Gran Canaria, and Palma de Mallorca ACCCs ATC units Basic information about the Spanish FIR/UIR and ATC Units is listed in the following Table, taking into account that figures for sectors correspond to the maximum sectoring and may change due to different sector configurations during the year. 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) 3 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2015 Spain 15 Released Issue

28 The ATC units in the Spain airspace, which are of concern to this LSSIP, are the following: ATC Unit Number of sectors 4 Associated FIR(s) Remarks En-route TMA MADRID SEVILLA BARCELONA 17/18 5/ Madrid Madrid Barcelona OAT Control (ECAO Madrid (*)). Military APPs Zaragoza, Salamanca, León, Valladolid-Villanubla Torrejón East Sector (not open to civil Air Traffic) ATC delegated by Madrid to Sevilla ACC OAT Control (ECAO Sevilla (*)). Military APPs Talavera, Albacete OAT Control (ECAO Barcelona (*)).Military APP San Javier 4 4 ACC controlling Palma TMA, within PALMA Barcelona Barcelona FIR CANARIAS Canarias OAT Control (ECAO Las Palmas(*)) (*)Military Control Units and GAT/OAT Coordination Units Airports General information AENA S.A. (Spanish Airports), is in charge of operating 46 airports and 2 heliports in Spain. AENA S.A. has not only the responsibility of airports management but also of infrastructure planning and development. The new entity AENA S.A. has been set up within AENA Group, since 8th June 2011 in order to assume the functions and obligations related to the management and services of the Spanish airports network, as approved by the Spanish Government in the Royal Decree-Law (RDL 13/2010 of December 3 rd ). There is a Royal Decree (1167/1995 from 7th of July modified on the 31st May 1999 and 15th February 2001) about Regime of use of aerodromes exploited jointly by an air base and an airport and air bases open to civil traffic. There are 5 air bases opened to civil traffic and 8 aerodromes exploited jointly as an air base and a civil airport. There are others airports operators open or close to being open to the public: Lleida-Alguaire, Murcia- Corvera, Castellon and La Seu d Urgell-Andorra. The following figure shows the Spanish civil and military aerodromes: 4 The number of sectors open at maximum configurations planned in 2016 LSSIP Year 2015 Spain 16 Released Issue

29 CORUÑA ASTURIAS SANTANDER BILBAO SAN SEBASTIAN A. M. SANTIAGO VIGO VITORIA PAMPLONA BURGOS LA RIOJA A. M. AGONCILLO HUESCA LLEIDA GERONA B. A. VILLANUBLA B. A. ZARAGOZA SABADELL BARCELONA A. M. C. VIEJO B. A. MATACAN BARAJAS B. A. C. VIENTOS B.A. TORREJON TERUEL REUS B. A. GETAFE A. M. BETERA VALENCIA A. M. POLLENSA B. A. SON SAN JUAN MENORCA INSTALACIÓN MILITAR B.A. ABIERTA AL TFCO. CIVIL AD. DE UTILIZACIÓN CONJUNTA AEROPUERTO/HELIPUERTO CIVIL A. M. ALMAGRO B. A. TALAVERA LA REAL B. A. ALBACETE CORDOBA SEVILLA A. M. EL COPERO GRANADA B. A. MORON JEREZ B. A. ARMILLA ALMERIA B. A. MALAGA B. A. N. ROTA ALGECIRAS CEUTA IBIZA ALICANTE B. A. ALCANTARILLA B. A. SAN JAVIER A. M. LANZAROTE A. M. TENERIFE NORTE LA PALMA (LOS RODEOS) FUERTEVENTURA LA GOMERA TENERIFE SUR B. A. GANDO EL HIERRO MELILLA Airports in Spain Beyond the national scope, AENA S.A. has continued its international presence in the last years with the management of 15 airports in: United Kingdom (1), Mexico (12), and Colombia (2). For most of the airports abroad, AENA S.A. is present through its affiliate AENA Internacional Airport(s) covered by the LSSIP Referring to the List of Airports in the ESSIP Plan Part I Section 4, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. The airports covered in this LSSIP are Barcelona, Madrid-Barajas and Palma de Mallorca airport. The ESSIP objectives applicable can be seen in Annex B to ESSIP Plan edition Barcelona-El Prat Airport is now consolidated as a strategic point of reference in the Euro- Mediterranean airspace. The continuous improvements of its facilities and the quality of its services have enabled this airport to establish an exceptional position to face the future with certainty. The increase in passenger traffic at the airport is an accurate indicator of the advances made over the last decade. Passenger numbers have gone from 11,727,814 in 1995 to 39,711,276 in 2015, one of the highest average growth rates among Europe's leading airports. Having modernised its facilities, Barcelona-El Prat can offer quality services for passengers and an airfield worthy of a top-level airport, suitable for use by large commercial planes. The construction and introduction of the third runway in September 2004 and the extension to the primary runway were decisive steps to increase the airport's capacity, and it can now handle 90 operations an hour. With the aim of consolidating the airport as a model in the Mediterranean and southern Europe, the Master Plan included a set of actions to modernise and increase the airport's capacity. LSSIP Year 2015 Spain 17 Released Issue

30 The most emblematic project in this phase was the construction of Terminal T1, which is located between runways. T1, of great architectural value, was conceived as a large logistical operations and services centre. It has a capacity of 33 million users per year and has overseen an investment of 1.26 billion euros. Work on this building was followed by the remodelling of Terminal T2 and the expansion and remodelling of the shopping areas in both terminals, such as new shops, new concepts, and new brands to adapt the offer to the passengers who use the airport facilities. Other projects included in the Master Plan are the urbanisation of over 300 hectares as a service area for the industrial and commercial development of the airport; the creation of a 90-hectare aeronautic park for installing maintenance hangars; and the construction of a city with office buildings and hotels. This plan will continue to transform the airport by applying an innovative concept that aims to turn its facilities into a sustainable airport city and a large air traffic distribution centre for southern Europe saw the record figure of 39,711,276 passengers, 5.7% more than the previous year, as well as 288,878 operations and 117,219 tonnes of cargo. Adolfo Suárez Madrid-Barajas Airport is one of the main points of entry for tourists to Spain. A short distance from the city centre, it is a key element of our tourist industry as it is convenient and saves passengers time and money in transport. Madrid - Barajas plays a very important role in the economies of Madrid and Spain as a whole, since it drives the regional economy and fosters business growth and tourism. The new extensions have consolidated Adolfo Suárez Madrid-Barajas as a "hub" airport where airlines can increase connectivity between Latin American, domestic and European markets, making it a true bridge between Europe and Latin America. Adolfo Suárez Madrid-Barajas is now a symbol of modernity and progress and has consolidated its leading position among world airports, being the fifth in Europe in numbers of passengers. Its innovative and attractive facilities, equipped with the latest technology to offer passengers greater mobility, efficiency and speed, with modern baggage handling systems, shopping areas and a greater number of flights make Madrid one of the airport capitals of the 21st century. During 2015 more than 46 million passengers used its facilities, more than 126,000 a day. Palma de Mallorca Airport, located 8 km from the city, is the gateway for the millions of tourists who visit the island. Airport traffic is primarily international and reaches its greatest levels during the summer season. There are also numerous connections to the mainland. The most important connections are to Barcelona, Madrid-Barajas and Dusseldorf, with over one million passengers, and Cologne, which handles over 800,000 passengers per year. By nationality, Germany accounts for the largest number of passengers, followed by Spain and the United Kingdom. In 2015, Son Sant Joan closed the year with a total of 23,745,131 passengers, 178,253 operations and 11,373 tonnes of cargo. The following table shows the evolution of passenger traffic for the last five years: EVOLUTION OF PASSANGER TRAFFIC YEAR BARCELONA MADRID PALMA ,398,226 49,671,270 22,726, ,144,503 45,190,528 22,666, ,216,828 39, ,768, ,558,981 41,833,686 23,115, ,711,276 46,828,279 23,745,131 (Source LSSIP Year 2015 Spain 18 Released Issue

31 1.2.4 Military Authorities Military aviation in Spain is the responsibility of the CAS, depending of the Ministry of Defence. DCAS is the functionally independent NSA for military Services Provider to civil aviation. The organisation chart representing the Spanish Air Force involved in the provision of air navigation services to the civil aviation can be found in Annex B Regulatory role Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision: Royal Decree: Reglamento de la Circulación Aérea Operativa RCAO (Operative Rules of the Air). EUROAT specification has been included in Spanish OAT regulation; deviations have been communicated to EUROCONTROL. Authority signing such legal provision: CAS These provisions cover: Rules of the Air for OAT Y Y GAT Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: Royal Decree: Reglamento de la Circulación Aérea RCA (Rules of the Air). Commission Implementing Regulation (EU) 923/2012 (Common Rules of the Air) Authority signing such legal provision: CAS These provisions cover: Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Coordination Y OAT/GAT Coordination Y ATCO Training Y ATCO Training Y ATCO Licensing Y ATCO Licensing Y ANSP Certification N ANSP Certification N ANSP Supervision Y ANSP Supervision Y Aircrew Training Y ESARR applicability Y Aircrew Licensing Additional Information: Ministerial Decree, 15th March 1995, about the coordination rules between the General Air Traffic (GAT) and the Operational Air Traffic (OAT). Means used to inform airspace users (other than military) about these provisions: Y Additional Information: Ministerial Decree, 15th March 1995, about the coordination rules between the General Air Traffic (GAT) and the Operational Air Traffic (OAT). Means used to inform airspace users (other than military) about these provisions: National AIP Y National AIP Y National Military AIP N National Military AIP N EUROCONTROL eaip Y EUROCONTROL eaip Y Other: Other: Y Oversight OAT National oversight body for OAT: DCAS Additional information: GAT National Supervisory Authority (as per SES reg. 550/2004) for GAT services provided by the military: DCAS Additional information: LSSIP Year 2015 Spain 19 Released Issue

32 Service Provision role OAT GAT Services Provided: Services Provided: En-Route Y En-Route Y Approach/TMA Y Approach/TMA Y Airfield/TWR/GND Y Airfield/TWR/GND Y AIS Y AIS Y MET N N AEMET MET N SAR Y SAR Y TSA/TRA monitoring Y FIS N Other: Other: Additional Information: Additional Information: In the air bases open to civil traffic and surroundings. Military ANSP providing GAT services SES certified? N If YES, since: N/A Duration of the Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information: N/A Y 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 Y Within specific corridors only Y Within the regular (GAT) national route network Y Under radar control Y Within a special OAT route system Y Under radar advisory service Y If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements N Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: Operational agreements between ACCs and ECAOs Flexible Use of Airspace (FUA) Military apply FUA requirements as specified in the Regulation No 2150/2005: FUA Level 1 implemented: FUA Level 2 implemented: FUA Level 3 implemented: Y Y Y Y LSSIP Year 2015 Spain 20 Released Issue

33 Chapter 2 - Traffic and Capacity 2.1 Evolution of traffic in continental Spain Spain - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast A = A c t u a l F = F o r e c a s t A 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F EUROCONTROL Seven-Year Forecast (September 2015) IFR flights yearly growth 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F H 3.3% 5.2% 4.8% 4.3% 3.9% 4.1% 3.3% Spain B -6.5% -1.9% 3.9% 2.9% 3.2% 2.7% 2.8% 2.6% 2.9% 1.9% L 2.5% 0.9% 0.5% 1.2% 1.0% 1.3% 0.5% ESRA08 B -2.4% -1.1% 1.7% 1.6% 2.3% 2.3% 2.3% 2.2% 2.7% 1.8% 2015 Traffic in the Spanish ACCs (excluding Canarias) increased by 3.0% during Summer 2015 (May to October inclusive), when compared to the same period during The STATFOR medium-term forecast (MTF) predicts an average annual increase between 1.0% and 4.5% during the planning cycle, with an average baseline growth of 2.9%. LSSIP Year 2015 Spain 21 Released Issue

34 2.2 Evolution of traffic in the Canary Islands 400,000 Canary Islands - Annual IFR Movements 350, , ,000 IFR flights 200, , ,000 IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast 50,000 IFR movements - Low forecast A = A c t u a l F = F o r e c a s t A 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F EUROCONTROL Seven-Year Forecast (September 2015) IFR flights yearly growth 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F H -0.9% 5.6% 4.8% 4.4% 4.0% 4.3% 3.5% Canary Islands B -7.7% -3.4% 6.9% -1.3% 3.3% 2.2% 2.4% 2.2% 2.4% 1.6% L -1.8% 1.2% -0.2% 0.7% 0.5% 0.6% 0.0% ESRA08 B -2.4% -1.1% 1.7% 1.6% 2.3% 2.3% 2.3% 2.2% 2.7% 1.8% 2015 Traffic in the Canarias ACC decreased by 1.3% during Summer 2015 (May to October inclusive), when compared to the same period during The STATFOR medium-term forecast (MTF) predicts an average annual increase between 0.5% and 4.6% during the planning cycle, with an average baseline growth of 2.5%. LSSIP Year 2015 Spain 22 Released Issue

35 2.3 BARCELONA ACC Traffic and en-route ATFM delays LECBACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2015 to 31/10/ Summer 2015 performance Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Capacity Ref value Actual gap +1.1 % 144 (0%) Yes Average en-route delay per flight increased from 0.55 minutes per flight in Summer 2014 to 0.70 minutes per flight in Summer % of the delays were for the reason ATC Capacity, 18% for Weather, 3% for Industrial Action, 2% for ATC Equipment and 2% for Staffing. Capacity Plan: +3% Achieved Comments A-CDM at LEBL airport Yes Improved ATFCM, including STAM Yes Partially TMA-resectorisation (sectors TGR and XAL) Yes Vertical split of central sector Safety nets (STCA) No April 2016 Optimised sector configurations Flexible sectorisation for BALSE and MED sectors Capacity increase in some en-route sectors (specially P1U) Yes Partially Maximum configuration: 11/12 sectors Yes 12 sectors Summer 2015 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 144. During the measured period, the peak 1 hour demand was 146 and the peak 3 hour demand was 139. Yes Yes Yes LSSIP Year 2015 Spain 23 Released Issue

36 2.3.3 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. LECBCTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles ACC 2015 Profiles (hourly movements and % increase over previous year) baseline H % 179 5% 186 4% 193 4% Ref % 172 3% 177 3% 182 3% LECB 144 L % 164 1% 168 2% 170 1% Open % 172 3% 177 3% 182 3% C/R % 165 2% 171 4% 175 2% Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Capacity Plan Use of FUA Restrictions Enhanced AMC RNP APCH in LEBL Cooperative Traffic Management Airspace Use of OCC in PONENT sectors SWFAB/FABE C Marseille interface, including LUMAS Splitting Axis LECL-LF LECM-LECB interface (sectorisation, procedures) Improve Procedures arrivals to LEBL Staffing Staff increase Staff increase Technical Full implementation of SACTA CF2 version (Nov 2015) Capacity Significant Events Improved ATFCM, including STAM SWFAB/FABE C Bordeaux interface GIROM-OKABI SACTA version 3.Z5.60 (AGDL) SACTA version including MTCD Safety Nets (STCA) Optimised sector configurations Review (increase in sector capacities) TLP European military activity (every 2 months) SIRIO European military activity (once per year) FLOTEX/NOBLE MARINER European military activity (once per year) Max sectors 12 12/13 13 Up to 14 Up to 14 Capacity increase p.a. 8% 3% 3% 3% 3% Reference profile 16% 3% 3% 3% N/A LSSIP Year 2015 Spain 24 Released Issue

37 LECBACC - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook The capacity gap will be closed during the RP2 period. LSSIP Year 2015 Spain 25 Released Issue

38 2.4 CANARIAS ACC Traffic and en-route ATFM delays GCCCACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2015 to 31/10/ Enroute Delay (minutes per flight) Summer 2015 performance Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap - 1.4% 68 (0%) No Average en-route delay per flight decreased from 0.39 minutes per flight in Summer 2014 to 0.17 minutes per flight in Summer % of the delays were for the reason ATC Capacity, 24% for Weather, 6% for Industrial Action and 3% for ATC Equipment Capacity Plan: +1% Achieved Comments RNAV structure for Canarias TMA Phase 1 (procedures in GCRR and GCFV) Yes Improved ATFCM, including STAM Yes Partially Minor ATC system upgrades Yes Safety Nets (STCA) No April 2016 Optimised sector configurations Yes Maximum configuration: 9/10 (5 APP/4+1ENR) Yes 10 sectors (5 APP + 5 ENR) Summer 2015 performance assessment The ACC capacity baseline was measured with ACCESS at 68. During the measured period, the peak 1 hour demand was 64 and the peak 3 hour demand was Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. GCCCCTA Annual Summer En-route ATFM delay breakdown - Reference Values LSSIP Year 2015 Spain 26 Released Issue

39 Capacity Profiles ACC 2015 Profiles (hourly movements and % increase over previous year) baseline H 71 4% 74 4% 76 3% 80 5% Ref. 70 3% 71 1% 73 3% 74 1% GCCC 68 L 69 1% 69 0% 69 0% 69 0% Open 70 3% 71 1% 73 3% 74 1% C/R 70 3% 71 1% 73 3% 74 1% Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Max sectors Capacity Plan Use of FUA Restrictions RNP Approach (Canary airports) Safety Nets (STCA) Review (increase in sector capacities) 10 (5 APP/4+1ENR) Enhanced AMC Improve arrivals/departu res in GCFV & GCRR (south config) 10 (5 APP/4+1ENR) New airspace structure at interface with Casablanca FIR Improved ATFCM, including STAM SACTA version 3.Z5.60 (AGDL) Optimised sector configurations DACT military event (Once per year) 10 (5 APP/4+1ENR) RNAV1 structure for Canarias TMA Phase 2a SACTA version including MTCD 10 (5 APP/4+1ENR) 10 (5 APP/4+1ENR) Capacity increase p.a. 3% 1% 3% 1% 1% Reference profile 3% 1% 3% 1% N/A Additional information LSSIP Year 2015 Spain 27 Released Issue

40 90 GCCCCTA - Reference capacity profile and alternative scenarios 80 Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook The performance in Canarias ACC is expected to meet RP2 requirements. LSSIP Year 2015 Spain 28 Released Issue

41 2.5 MADRID ACC Traffic and en-route ATFM delays LECMALL - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2015 to 31/10/ Summer 2015 performance Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +4.4 % 204 (+3%) No Average en-route delay per flight slightly increased from 0.09 minutes per flight in Summer 2014 to 0.11 minutes per flight in Summer % of the delays were for the reason ATC Capacity, 11% for the reason Other, 8% for Weather, 6% for Special Events, 1% for ATC Staffing and 1% for Industrial Action. Capacity Plan: 0% Achieved Comments Improved ATFCM including STAM Yes Partially Full implementation of SACTA CF2 version - (Feb 2015) Yes Safety nets (STCA) No April 2016 Optimised sector configurations Yes Maximum configuration: 17 sectors Yes 17 sectors Summer 2015 performance assessment The ACC capacity baseline was measured with ACCESS at 204. During the measured period, the peak 1 hour demand was 200 and the peak 3 hour demand was Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. LECMCTA Annual Summer En-route ATFM delay breakdown - Reference Values LSSIP Year 2015 Spain 29 Released Issue

42 Capacity Profiles ACC 2015 Profiles (hourly movements and % increase over previous year) baseline H 206 1% 214 4% 222 4% 231 4% Ref % 207 1% 210 1% 213 1% LECM 204 L 204 0% 204 0% 205 0% 206 0% Open 205 0% 207 1% 210 1% 213 1% C/R 205 0% 207 1% 210 1% 213 1% Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Capacity Plan Use of FUA Restrictions Enhanced AMC LECM-LECB interface Safety Nets (STCA) New sector configuration Santiago- Asturias Free route Lisboa/Madrid/ Brest Independent approaches to parallel runways (LEMD) Improved ATFCM, including STAM New Madrid- Bordeaux interface (BAMBI) SACTA version 3.Z5.60 (AGDL) Optimised sector configurations New sector & Changes in north sectors Free route extension to Cantabrico Transition to RNP1 LEMD TMA SACTA version including MTCD TLP European military activity (every 2 months) SIRIO European military activity (once per year) Max sectors 17/18 17/18 18/ Capacity increase p.a. 2% 1% 1% 1% 1% Reference profile 0% 1% 1% 1% N/A Additional information LSSIP Year 2015 Spain 30 Released Issue

43 LECMACC - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook Madrid ACC is expected to meet the RP2 requirements. 2.6 PALMA ACC Traffic and en-route ATFM delays LECPACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2015 to 31/10/2015 LSSIP Year 2015 Spain 31 Released Issue

44 2.6.2 Summer 2015 performance Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +2.4 % 94 (+2%) No Average enroute delay per flight increased from 0.15 minutes in Summer 2014 to 0.23 minutes per flight in Summer % of the delays were for the reason ATC Capacity and 6% were due to Weather Capacity Plan: +2% Achieved Comments Improved ATFCM, including STAM Yes Partially Safety nets (STCA) No April 2016 Optimised sector configurations Yes Increase of capacity in sectors GXX and IRX Yes July 2015 Increase of capacity in one of Palma APP configurations No June 2016 Maximum configuration: 7/8 (3/4 APP + 4 ENR) Yes 8 sectors Summer 2015 performance assessment The ACC capacity baseline was measured with ACCESS at 94. During the measured period, the peak 1 hour demand was 97, the peak 3 hour demand was Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. LECPCTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles ACC 2015 Profiles (hourly movements and % increase over previous year) baseline H 99 5% 100 1% 104 4% 108 4% Ref. 97 3% 99 2% 101 2% 103 2% LECP 94 L 95 1% 96 1% 98 2% 100 2% Open 97 3% 99 2% 101 2% 103 2% C/R 97 3% 99 2% 101 2% 103 2% LSSIP Year 2015 Spain 32 Released Issue

45 Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Max sectors Capacity Plan Enhance Feeder 1 capacity Full implementation of SACTA CF2 version (Nov 2015) Safety Nets (STCA) LEPA arrival capacity increase 8 (4 APP + 4 ENR) A-CDM at LEPA (Nov 16) Changes in arr/dep LEIB procs Improved ATFCM, including STAM SACTA version 3.Z5.60 (AGDL) Optimised sector configurations Menorca sector review (Palma TMA) SACTA version including MTCD SIRIO European military activity (once per year) 8 (4 APP + 4 ENR) 8 (4 APP + 4 ENR) 8 (4 APP + 4 ENR) 8 (4 APP + 4 ENR) Capacity increase p.a. 3% 2% 2% 2% 2% Reference profile 3% 2% 2% 2% N/A Additional information LSSIP Year 2015 Spain 33 Released Issue

46 120 LECPCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook Palma ACC is expected to meet the RP2 requirements. 2.7 SEVILLE ACC Traffic and en-route ATFM delays LECSACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2015 to 31/10/2015 LSSIP Year 2015 Spain 34 Released Issue

47 2.7.2 Summer 2015 performance Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap +1.7 % 89 (0%) No Average enroute delay slightly increased from 0.02 min/flight in Summer 2014 to 0.05 min/flight in Summer % of the delays were for the reason ATC Capacity, 24% for Special event, 21% for Airspace management, and 10% for industrial action, Capacity Plan: 0% Achieved Comments Improved ATFCM including STAM Yes Partially Full implementation of SACTA CF2 version (Dec 2014) Yes Safety nets (STCA) No April 2016 Optimised sector configurations Yes TLP European military activity (every 2 months) Yes Maximum configuration: 7 (5 ACC+2 APP) Yes 7 sectors Summer 2015 performance assessment The ACC capacity baseline was measured with ACCESS at 89. During the measured period, the peak 1 hour demand was 77 and the peak 3 hour demand was Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. LECSCTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles ACC 2015 Profiles (hourly movements and % increase over previous year) baseline H 90 1% 92 2% 96 4% 98 2% Ref. 89 0% 90 1% 91 1% 93 2% LECS 89 L 89 0% 89 0% 89 0% 89 0% Open 89 0% 90 1% 91 1% 93 2% C/R 89 0% 90 1% 90 0% 91 1% LSSIP Year 2015 Spain 35 Released Issue

48 Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Max sectors Capacity Plan Use of FUA Restrictions Northern Sector Splitting Safety Nets (STCA) 7/8 (5/6 ACC+2 APP) Enhanced AMC Improved ATFCM, including STAM New airspace structure at interface with Casablanca FIR SACTA version 3.Z5.60 (AGDL) SACTA version including MTCD Optimised sector configurations TLP European military activity (every 2 months) SIRIO European military activity (once per year) FLOTEX/NOBLE MARINER European military activity (once per year) 7/8 (5/6 8 (6 ACC+2 8 (6 ACC+2 ACC+2 APP) APP) APP) 8 (6 ACC+2 APP) Capacity increase p.a. 1% 1% 1% 2% 2% Reference profile 0% 1% 1% 2% N/A Additional information 110 LECSCTA - Reference capacity profile and alternative scenarios 100 Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook Sevilla ACC is expected to meet the RP2 requirements. LSSIP Year 2015 Spain 36 Released Issue

49 Chapter 3 - ESSIP Report recommendations Recommendations issued from the ESSIP Report for 2014 applicable to Spain for all items that require corrective actions and improvements. Reference number Recommendation 2014 Local Stakeholders that declared delays in implementation of FCM01, AOP04.1, SAF10, INF04, NAV03, AOP03, ENV01, ITY- REC AGDL, ITY-ADQ, COM09, COM10, ITY-FMTP and ITY-COTR, to take corrective measures to reduce the implementation delays. Corrective actions taken: Ownership Local Stakeholders AOP03-REG (AESA): YES SAF10-REG (AESA): YES AOP04.1 (LEPA, LEBL): YES Description: The implementation of the following ESSIP Objectives has been completed: FCM01, INF04, ENV01, COM10, and ITY-FMTP NAV03 and ITY-AGDL have evolved from Late to Planned because of the amended FOC dates in these objectives. ITY-COTR: The implementation is planned to be fully achieved by end 2017 according to the Regulation although the safety assessment will be achieved beyond the date established in the ESSIP ITY-ADQ The implementation is planned to be accomplished by mid 2017 according to the EC Regulation 73/2010.The status late is due to some intermediary sloas are planned to be achieved beyond the ESSIP 2015 date. AOP03-REG01 (AESA): Only LA#2 has not been implemented yet. However, the associated EAPRI 2.0 recommendations and are in phase of improvement. There has to be addressed what the European Regulation established in the Regulation 216/2008 as Essential Requirements. LA#2 is expected to be completed by July SAF10-REG03 (AESA): Monitoring activities are planned as part of the National Safety Plan and will be undertaken by mid of AOP04.1 (LEPA, LEBL): Operational procedures in Palma and Barcelona airports will be finished by mid of 2016 REC (equal to REC ) Corrective actions taken: The ANSPs within a FAB should coordinate their system renewal and capability evolution more closely in order to deliver larger scale performance improvements to customers. FAB ANSPs YES Description: The itec-efdp project has developed an open and interoperable flight data processing system that can be used by the different European ATM providers. Following this approach, its partners have opened a negotiation process with NAV Pt-Portugal. At this stage such negotiation has not yet been finished. LSSIP Year 2015 Spain 37 Released Issue

50 Chapter 4 - National Projects Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references Aena S.A. (ES) AFIS Implementati on Advanced Tower Concept Aerodrome ATC Liberalization Air traffic model research Analysis implementati on of CDM in more airports Remote TWR Implementation of AFIS in low traffic airports. A Royal Decree related to AFIS provision was published in 2010 (RD 1133/2010). Airports without full Airport CDM providing DPI messages to NM Several ATC providers are providing service in Spanish airports. A research is being made in Spain to decide which kind of ATS is the best in each airport. Analysis implementation of A-CDM in more airports based in procedures The Remote Tower concept enables Air Traffic Control services (ATS) and Aerodrome Flight Information Services Already implemented in four airports. ESSIP:- OI-Steps: - Other: ESSIP: Openmarket in twelve airports. OI-Steps: - Other: - ESSIP:- OI-Steps: - Other: Still researching. ESSIP:- OI-Steps: - Other: ESSIP:AOP05 Planned by the end of OI-Steps: AO-0601, AO-0603 Other: - - ESSIP:- OI-Steps: - AO-0501, AO-0602, Expected Contribution to the Key Performance Areas * Capacity: - Safety: - Environment: - Cost-Efficiency: Biggest impact in costefficiency and technical Capacity: Biggest impact on capacity, but also contributing to cost-efficiency. Safety: - Environment: Predictability Cost-Efficiency: see "Capacity" Capacity: - Safety: - Environment: - Cost-Efficiency: Biggest impact in costefficiency and technical Capacity: - Safety: - Environment: - Cost-Efficiency: Biggest impact in costefficiency and technical Capacity: Biggest impact on capacity, but also contributing to cost-efficiency. Safety: - Environment: - Cost-Efficiency: - Capacity: - Safety: - LSSIP Year 2015 Spain 38 Released Issue

51 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references (AFIS) to be provided at aerodromes where such services are either currently unavailable, or where it is difficult or too expensive to implement and staff a conventional manned facility Aena S.A. (ES), ENAIRE (ES) 8,33 below FL195 A-CDM ENAIRE (ES) ADQ AMAN Airspace Optimisation Band reduction of voice communications from current 25kHz to 8,33kHz below FL195. Implementation of A-CDM in the main Spanish airports (Madrid, Barcelona and Palma de Mallorca). Reliable aeronautical data are necessary to guarantee safe operation. Implementation of AMAN contributes to improve the flexibility of the operational procedures and the efficiency of the A- CDM. Airspace redesign, including SW FAB activities The adaptation of radio stations to 833 started in 2013 and will continue until All radio stations will work with 833 in / 2017 The implementation in Madrid- Barajas and Barcelona El Prat has been accomplished in 2014 and 2015 respectively. A-CDM will be also implemented in Palma de Mallorca (2017). 2013/ 2017 The implementation of (EC) 73/2010 has started in All the requirements have to be accomplished in The implementation in Madrid and Barcelona was completed.the implementation in Palma will be accomplished by In the frame of SW FAB the implementation of FRASAI will be extended to Lisbon and Brest ( ) and in the Casablanca Other: - Environment: - ESSIP:ITY-AGVCS2 OI-Steps: - Other: - ESSIP:AOP05 OI-Steps: AO-0601, AO-0603 Other: - ESSIP:ITY-ADQ OI-Steps: IS-0204 Other: - ESSIP:ATC07.1 AO-0501, AO-0602, IS-0202, OI-Steps: TS-0102 Other: - ESSIP:AOM19, AOM21.2 OI-Steps: AOM- 0201, AOM-0202, Expected Contribution to the Key Performance Areas * Cost-Efficiency: Lower staffing costs, Cost Effectiveness Capacity: Biggest impact on capacity considering that there are more frequencies and that leads to avoid congestions and delays. Safety: - Environment: - Cost-Efficiency: - Capacity: Biggest impact on capacity, but also contributing to cost-efficiency. Safety: - Environment: - Cost-Efficiency: See "Capacity" Capacity: - Safety: The quality guarantee in the information improves the safety of the operation. Environment: - Cost-Efficiency: - Capacity: Impacts on capacity and costefficiency due to an improvement in the provision of service. Safety: - Environment: - Cost-Efficiency: See "Capacity" Capacity: Biggest impact on capacity, but also contributes to safety and environment. Safety: See "Capacity" Environment: See "Capacity" LSSIP Year 2015 Spain 39 Released Issue

52 CF2 (Functional Configuration 2) Better information for the ATCO by means of extended label, operational levels and seamless coordination transfers. It is important for the implementation of CPDLC and SACTA 4.1. interface Canarias- Casablanca will be defined by The airspace efficiency Plan includes actions to improve the structure and organization of the ATS network ( ) 2015 CF2 was enabled in Canarias ACC, Tenerife Norte, Tenerife Sur and South Region in 2014 CF2 was enabled in North- Central and Balear-East Regions at the end of November in Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references dualisation project a new AOM-0205, AOM- 0401, AOM-0402, AOM-0501, AOM- 0502, CM-0102-A, DCB-0203 Other: - ESSIP:ATC17, ITY- AGDL, ITY-COTR OI-Steps: AUO-0301, CM-0201 Other: - Expected Contribution to the Key Performance Areas * Cost-Efficiency: - Capacity: - Safety: - Environment: - Cost-Efficiency: - This project has already been completed COMETA (VoIP) Introduction of voice over IP The implementation of COMETA in two phases in ACC Canarias ( ) began in 2013 The deployment of COMETA in Madrid will take place from 2016 to For the rest of de ACC's from 2020 on. ESSIP:COM11 OI-Steps: - Other: - Capacity: See "Cost-efficiency" Safety: - Environment: - Cost-Efficiency: The replacement of obsolete equipment impacts on cost-efficiency and in capacity. CPDLC-Data Link Deployment of systems: CM and CPDLC according to IR 29/2009 and 30/2009, FANS protocol, pseudo- tracks, integration in SACTA of CPDLC FANS 1/a functionality and ADS-C service FANS protocol will be implemented in September The full implementation, in peninsula and Canarias, including training will be finished by the end of 2017 (December). ESSIP:ITY-AGDL OI-Steps: AUO-0301 Other: - Capacity: Has a biggest impact on capacity, but also contributing to safety. Safety: See "Capacity" Environment: - Cost-Efficiency: - EFS (Electronic Flight Strip) The aim of this project is the replacement of the flight progress strip by integration of the appropriate visual displays in the ATC The version SACTA 3.z5.40 that supports the EFS was implemented in Málaga ESSIP:AOP12 OI-Steps: AO-0104-A Capacity: Impacts on capacity and safety. Safety: Impacts on capacity and safety. LSSIP Year 2015 Spain 40 Released Issue

53 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references MODE-S/ADS- B PRNAV TMAs in REDAN (Data Network) RNP Approach system. In this way the striking of printers will be possible. There is envisaged an improvement in the service quality Evolution of surveillance systems according to European requirements. This project consists on the implementation of RNAV 2014/ TWR in 2012 and currently is operative. It is planned the implementation of EFS in Madrid, Barcelona and Palma de Mallorca TWRs from 2017 to The adaptation of radar to Modo-S will continue from 2015 until the whole airspace is Mode-S. The ADS-B implementation is being implemented in three phases: Pre-operational assessment of stations: Certification of three stations: Implementation for national coverage: 2018 onwards Once the implementation of some PRNAV manoeuvres in Madrid TMAs have started, the PRNAV deployment planning will continue as follows: - Madrid TMA: Canarias TMA: , - PalmaTMA phase 2: Air Navigation Data Network The deployment of REDAN phase V will begin in the second half of 2014 and will be available in Implementation of RNP system performance requirements for the approach phase, according to ICAO The implementation of RNP APCH (APV type) procedures in Santander has been completed in Other: - Environment: - ESSIP:ITY-SPI OI-Steps: - Other: - ESSIP:NAV03 OI-Steps: AOM- 0601, AOM-0602 Other: - ESSIP:COM09, COM10 OI-Steps: - Other: - ESSIP:NAV10 OI-Steps: AOM- 0602, AOM-0604 Expected Contribution to the Key Performance Areas * Cost-Efficiency: - Capacity: See "Safety" Safety: Biggest impact on safety because improves the operation safety, but also contributes to cost-efficiency and capacity. Environment: - Cost-Efficiency: See "Safety" Capacity: See "Environment" Safety: See "Environment" Environment: Allows flexible, efficient and direct routes (particularly in terminal areas) and this has a great impact on environment, but also on safety and capacity. Cost-Efficiency: - Capacity: See "Cost-efficiency" Safety: - Environment: - Cost-Efficiency: Biggest impact on costefficiency, but also contributes to capacity. Capacity: Allows flexible, efficient and direct routes (particularly in terminal areas) and this has a great impact on capacity, but also on LSSIP Year 2015 Spain 41 Released Issue

54 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references requirements The implementation in Other: - Almeria, Fuerteventura, Gran Canaria, Tenerife Sur, Tenerife Norte, Lanzarote, Vigo, Asturias Valencia and San Sebastian of RNP approach has been planned for The implementation in Palma de Mallorca is planned by 2017 and Barcelona and Madrid are scheduled to be started in 2018 and 2019 respectively. SACTA-iTEC Evolution of the flight plan data processing system with SACTA. SAFETY NETS Developing the ground safety nets (STCA, APW, MSAW, APM) Route/TMA: SACTA itec 4.0 deployment will take place from 2018 to SACTA itec 4.1 deployment will start in Planned implementation of STCA in TMA (it has been already implemented in route) by 2016 onwards; APW in Canarias Region, North-Central and South by MSAW functionality will be provided by SACTA 3.Z5.60 by end ESSIP:FCM03, FMTP OI-Steps: IS-0102 Other: - ESSIP:ATC02.5, ATC02.6, ATC02.7 ITY- OI-Steps: CM-0801 Other: - Expected Contribution to the Key Performance Areas * safety and environment. Safety: See "Capacity" Environment: See "Capacity" Cost-Efficiency: - Capacity: Biggest impact on capacity due to a smaller number of tactical interventions. Safety: Also contributes to safety and environment because of the risk management functionality. Environment: See 'Safety'. Cost-Efficiency: - Capacity: - Safety: Biggest impact on safety. Environment: - Cost-Efficiency: - LSSIP Year 2015 Spain 42 Released Issue

55 5.1 FAB Co-ordination Chapter 5 - Regional Co-ordination The joint collaboration towards the establishment of a Functional Airspace Block (FAB) in the South West region of Europe was initially promoted by the Portuguese and Spanish ANSPs, respectively NAV Portugal and ENAIRE. The initiative was launched building upon historical collaboration between both organizations (e.g. Memorandum of Understanding (MoU) signed on May 16th, 2001 by NAV Portugal and ENAIRE) and with the main aim of achieving an optimized ANS provision in the South West of Europe, in accordance with the requirements established in Regulations (EC) No 549/2004 (the Framework Regulation), No 550/2004 (the service provision Regulation) and No 551/2004 (the airspace Regulation). Eventually, the process for the formal constitution of the SW FAB concluded with the signature by the Ministers of Transport of Spain and Portugal on 17th May 2013 of the Agreement between the Portuguese Republic and the Kingdom of Spain on the establishment of the South West Functional Airspace Block (SW FAB) on the basis of an enhanced cooperation between air navigation service providers and under the herein under governance structure: Where: Council is - established as a joint decision-making body for the purposes of the implementation, operation and further development of the SW FAB State Agreement; and Composed of one representative from the authority responsible for civil aviation and one representative SAC is - established as a consultative body of the Council; and - Composed by one representative from each NSA, including the military authorities if not established as NSA, and one representative from the aeronautical meteorological supervisory authority of each SW FAB State. LSSIP Year 2015 Spain 43 Released Issue

56 OB is - established to manage the technical and operational functioning of the SW FAB; and - Composed by one representative of the en-route ATS provider, one military representative and one representative of the aeronautical meteorological service provider of each SW FAB State. TWG / AWG / OCC - the Technical Working Group (TWG) and The Airspace Working Group (AWG) are established depending of the Operational Coordination Committee (OCC) and will report to it. LSSIP Year 2015 Spain 44 Released Issue

57 5.2 FAB Projects Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references Expected Contribution to the Key Performance Areas * AEMET (METEO Service Provider) (ES), ENAIRE (ES), IPMA (PT) SIG1 - SIGMET Harmonize issuance of SIGMETs (Information concerning en-route weather phenomena which may affect the safety of aircraft operations) and other meteorological information supplied to enroute. 01/11/ /03/2016 Ongoing. Almost all activities have been finalised. ESSIP:- OI-Steps: - Other: - Capacity: - Safety: Contributing to safety. Environment: - Cost-Efficiency: - ENAIRE (ES), Mil. Authority (ES) CNS8 - FAB SW CIVIL/MIL Ground Communicati ons (PHASE II) The objective of this project is to define, agree and implement the technical solutions for the improvements of civilmilitary ground communications in the following areas: Military services to be established through civil communications infrastructure and Civil services to be established through military communications infrastructure. 16/10/ /12/2015 Finalised ESSIP:- OI-Steps: - Other: - Capacity: - Safety: Contributing to safety Environment: - Cost-Efficiency: - ENAIRE (ES), Mil. Authority (ES), NAV (PT), Portuguese Mil. Authority (PT) CNS1 - SW FAB DataLink This project consists of the identification, analysis and implementation of common technical solutions for the implementation of Datalink services in support of IR 29/2009 and IR 30/ /12/ /11/2017 Ongoing ESSIP:ITY-AGDL OI-Steps: AUO-0301 Other: - Capacity: Biggest impact in both safety and capacity. Safety: Biggest impact in both safety and capacity. Environment: - Cost-Efficiency: - CNS6 - SW FAB Civil- Military Ground Communicatio ns This project aims at the fulfilment of both civil and military ATM/ANS requirements at operational and technical levels through harmonised ASM processes as well as more collaborative application of FUA 01/01/ /10/2014 Finalised ESSIP:- OI-Steps: - Other: - Capacity: - Safety: Biggest impact in safety. Environment: - Cost-Efficiency: - LSSIP Year 2015 Spain 45 Released Issue

58 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references FRA1 - SW FAB Lisboa/Madrid/ Brest FRA FRA3 - SW FAB Casablanca Dualisation FRA4 - SW FAB FRA Phase III FUA1 - SW FAB FUA Optimisation LSSIP1 - SW FAB Harmonisation of Plans The project consists on the extension of SW FAB Free Route Airspace towards the Brest Airspace. This joint initiative developed by SW FAB and ONDA Morocco consists on the split of ATS airways in the Lisboa- Casablanca-Canarias interface to accommodate main traffic flows between Europe and South Atlantic Region/Canarias islands. This project is considered the preliminary step to implement Free Route operations between Lisboa, Casablanca and Canarias FIR.- The project consists on the extension of SW FAB Free Route Airspace to Canarias FIR. The objective of the project is to improvement of Civil and Military coordination and use of conditional (CDR) ATS Routes. Coordinate the civil/military ANSPs contribution to the content of Spanish and Portuguese LSSIPs in order to maximise the agreed common reporting 02/01/ /03/ /01/ /12/ /01/ /12/ /01/ /12/2020 yearly basis Ongoing. There is a risk of delay for the extension of Free Route to FABEC airspace because the implementation depends on DSNA/FABEC decision The progress of the project depends on the decision of ONDA Morocco in relation to the interface between Canarias TMA and Casablanca FIR, although it has already been agreed by SW FAB representatives. Ongoing Ongoing. C/M ANSPs contribution schedule to national LSSIPs coordination completed. Currently working on the ESSIP:AOM21.2 OI-Steps: AOM- 0401, AOM-0402, AOM-0501, AOM- 0502, CM-0102-A Other: - ESSIP:AOM21.2 OI-Steps: AOM- 0401, AOM-0402, AOM-0501, AOM- 0502, CM-0102-A Other: - ESSIP:AOM21.1, AOM21.2 OI-Steps: AOM- 0401, AOM-0402, AOM-0500, AOM- 0501, AOM-0502, CM-0102-A Other: - ESSIP:AOM13.1, AOM19 OI-Steps: AOM- 0201, AOM-0202, AOM-0205, AOM- 0301, AOM-0401, DCB-0203 Other: - ESSIP:- OI-Steps: - Other: - Expected Contribution to the Key Performance Areas * Capacity: See "Environment" Safety: - Environment: Biggest impact in environment, but also contributing to capacity. Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Biggest impact in environment, but also contributing to capacity and safety. Cost-Efficiency: - Capacity: - Safety: - Environment: Biggest impact in environment. Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - Capacity: n/a Safety: n/a Environment: n/a LSSIP Year 2015 Spain 46 Released Issue

59 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references (LSSIP) NMP1 - SW FAB Marseille Interface NMP2 - SW FAB Bordeaux Interface NMP3 - SW FAB ATS Network Improvements NMP4 - SW FAB Enroute Sectorisation Improvement PRO1 - SW FAB Harmonisation Project TMA1 - SW FAB Canarias of identified FAB dimension ESSIP objectives among ANSPs according to SW FAB OB Common Plan. Airspace restructuration to improve traffic flows and traffic management between the eastern part of the SW FAB airspace and FABEC airspace (via Marseille FIR). The restructuration of this interface will permit a better flow organisation and a better transfer of traffic between the central and western part of the SW Airspace Blocks and FABEC airspace (via Bordeaux) Implementation of short-term improvements proposal to the ATS route network and airspace sectorisation, agreed by the RNDSG and arisen from several entities requests (e.g. IATA, IACA, EUROCONTROL, ). Taking into consideration the SW FAB performance plan, several resectorisation projects are planned to increase the airspace capacity to achieve local performance targets, with its positive impact in the SW FAB aggregate target. Harmonization of SW FAB airspace classification; radar separation and FL division at cross-border sectorisation This project comprises the implementation of a new P-RNAV based TMA in Canarias FIR, is considered as a 01/01/ /09/ /01/ /12/ /01/ /12/ /03/ /01/ /10/ /12/ /01/ /12/2018 elaboration of the common report for the "FAB dimension" ESSIP objectives. Ongoing Ongoing. Difficulties on reaching an agreement between Bordeaux/Barcelona. Ongoing Ongoing Ongoing Ongoing. Difficulties on reaching an agreement on the interface with ONDA ESSIP:AOM19 OI-Steps: AOM- 0201, AOM-0202, AOM-0205, AOM- 0401, DCB-0203 Other: - ESSIP:AOM19 OI-Steps: AOM- 0201, AOM-0202, AOM-0205, AOM- 0401, DCB-0203 Other: - ESSIP:- OI-Steps: - Other: - ESSIP:- OI-Steps: - Other: - ESSIP:- OI-Steps: - Other: - ESSIP:NAV03 OI-Steps: AOM- Expected Contribution to the Key Performance Areas * Cost-Efficiency: n/a Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, safety and capacity. Cost-Efficiency: - Capacity: Biggest impact in capacity, but also contributing to safety and environment. Safety: See "capacity". Environment: See "capacity". Cost-Efficiency: - Capacity: See "Safety" Safety: Biggest impact in safety, but also contributing to capacity and environment. Environment: See "environment" Cost-Efficiency: - Capacity: Biggest impact in capacity, but also contributing to environmetn and safety. LSSIP Year 2015 Spain 47 Released Issue

60 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references TMA preliminary step to implement Free Morocco. 0601, AOM-0602 Route operations between Lisboa FIR, Casablanca FIR (Oceanic and West ATC Other: - sectors) and Canarias FIR (excluding operations inside TMA and oceanic area). TMA2 - SW FAB Madrid TMA TMA3 - SW FAB Barcelona TMA TMA4 - SW FAB Faro TMA TMA6 - SW FAB RNP APCH Implementatio n Plan ENAIRE (ES), NAV (PT) ATM1 - SW FAB ATM IR This project consists of the design and implementation of a new P-RNAV structure for Madrid TMA, re-organisation of Madrid approach sectors and implementation of independent parallel approaches. This project consists of the design and implementation of a new P-RNAV structure for Barcelona TMA including a re-organisation of ATC sectors. New CNS infrastructure in Faro area will permit to develop RNAV 1 procedures for Faro airport The objective of this project is the deployment of RNP Approaches in order to reduce and/or optimise the number of conventional navaids necessary for the final approach, in line with EC recommendations. RNP APCH implementation is part of the resolution for ICAO PBN deployment, being the main objective to improve the safety of operations. Define and agree technical solutions for the Conformity with Implementing Rules related with the ATM system. Planning 19/03/ /12/ /01/ /12/ /08/ /06/ /06/ /12/ /11/ /06/2017 Ongoing. Ongoing. Ongoing. It is expected that the publication in AIP occurs in the beginning of 2016, due to the fact the flight check has been postponed to the campaign of October/November Ongoing. Ongoing ESSIP:NAV03 OI-Steps: AOM- 0601, AOM-0602 Other: - ESSIP:NAV03 OI-Steps: AOM- 0601, AOM-0602 Other: - ESSIP:NAV03 OI-Steps: AOM- 0601, AOM-0602 Other: - ESSIP:NAV10 OI-Steps: AOM- 0602, AOM-0604 Other: - ESSIP:- OI-Steps: - Expected Contribution to the Key Performance Areas * Safety: See "capacity" Environment: See "capacity" Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - Capacity: - Safety: Biggest impact in safety, but also contributing to environment. Environment: See safety Cost-Efficiency: - Capacity: See "Safety" Safety: Biggest impact in safety, but also LSSIP Year 2015 Spain 48 Released Issue

61 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references Conformity and implementation of the agreed Other: - solutions. ATM2 - SW FAB ATM System Harmonisatio n ATM3 - SW FAB CDM CNS2 - SW FAB Evolution of the Aeronautical Messaging Networks (AMHS) CNS3 - SW FAB IP Interconnecti on CNS4 - SW FAB Surveillance IP SW FAB systems collaboration. Identification, analysis and implementation of common solutions regarding FDP systems for en-route and approach control in ENAIRE and NAV Portugal. This project consists of the identification, analysis and implementation of common solutions regarding implementation of CDM functionality and interface with the ATM systems managed by ENAIRE and NAV Portugal. The objective of the project is to define and agree the technical solution as well as the way to proceed on the implementation of a reliable AMHS link between Portugal and Spain in substitution of the current former CIDIN link. The objective of this project was to define, agree and implement the technical solutions for the interconnection of aeronautical data networks of ENAIRE and NAV Portugal based on IP protocol. The objective of the project is to define, agree and implement the technical solutions for the migration of surveillance data exchange between Portugal and Spain from X.25 to IP (As Pontes, Valdespina, Cancho Blanco, Montejunto, Faro, Foia and Porto Santo). 01/11/ To be decided 01/11/ /06/ /02/ /09/ /12/ /09/ /01/ /06/2016 Suspended Ongoing Finalised Finalised The project is under surveillance, It has been identified a risk due to the short period of time since the put into operation of the new system and the finalisation of the project. The status of the new ESSIP:AOM21.2, ITY-COTR OI-Steps: AOM- 0401, AOM-0402, AOM-0501, AOM- 0502, CM-0102-A, CM-0201 Other: - ESSIP:AOP05 OI-Steps: AO-0501, AO-0601, AO-0602, AO-0603 Other: - ESSIP:COM10 OI-Steps: - Other: - ESSIP:- OI-Steps: - Other: - ESSIP:ITY-SPI OI-Steps: - Other: - Expected Contribution to the Key Performance Areas * contributing to capacity and environment. Environment: See 'Safety'. Cost-Efficiency: - Capacity: See "Safety" Safety: Biggest impact in safety, but also contributing to capacity and environment. Environment: See 'Safety'. Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - Capacity: Contributing to capacity and safety. Safety: See "Capacity" Environment: - Cost-Efficiency: - Capacity: Contributing to capacity and safety. Safety: See "Capacity" Environment: - Cost-Efficiency: - Capacity: - Safety: Contributing to safety. Environment: - Cost-Efficiency: - LSSIP Year 2015 Spain 49 Released Issue

62 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references Portuguese radar distribution system will be assessed at the beginning of CNS5 - SW FAB New Radars Sharing CNS7 - SW FAB New Surveillance Sensors Sharing The objective of the project is to define, agree and implement the technical solution for the additional surveillance data exchange of Taborno, Valdespina, Peñas del Chache and Porto, aimed at enhancing radar data sharing between Portugal and Spain. The objective of the project is to define, agree and implement technical solution for exchange ADS-B and WAM data. ENAIRE (ES), NAV (PT), Portuguese Mil. Authority (PT) FRA2 - SW FAB FRA Phase II TMA5 - SW FAB Lisboa TMA The project consists on the extension of SW FAB Free Route Airspace to Santa Maria Oceanic Airspace. In order to increase Lisbon APT capacity, Terminal area will be restructured taking advantage of P-RNAV navigation procedures.- 01/01/ /06/ /01/ /06/ /07/ /03/ /01/ /03/2018 Ongoing, No risks identified Finalised Ongoing. Ongoing. ESSIP:ITY-SPI OI-Steps: - Other: - ESSIP:ITY-SPI OI-Steps: - Other: - ESSIP:AOM21.2 OI-Steps: AOM- 0401, AOM-0402, AOM-0501, AOM- 0502, CM-0102-A Other: - ESSIP:NAV03 OI-Steps: AOM- 0601, AOM-0602 Other: - Expected Contribution to the Key Performance Areas * Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - Capacity: - Safety: - Environment: Biggest impact in environment. Cost-Efficiency: - Capacity: See "Environment" Safety: See "Environment" Environment: Contributing to environment, capacity and safety. Cost-Efficiency: - LSSIP Year 2015 Spain 50 Released Issue

63 5.3 Regional cooperation Regional Cooperation Initiatives Regional AEFMP Framework AEFMP was set up by Algeria, Spain, France, Morocco and Portugal in 1996 to harmonize and optimize the air navigation operations among the five countries. It aims at promoting the establishment of common regional convergence objectives in order to achieve a high operational efficiency in the rendered services. To this regard, a Joint AEFMP Plan was signed by the Civil Aviation Authorities and by the Air Navigation Service Providers in The AEFMP is then particularly focused on the harmonization of procedures, the improvement of interoperability and the management of implementation of new systems. Accordingly, the main AEFMP objectives are: to coordinate and collaborate on the operational and technical enablers alignment; to harmonize and optimize the deployment timeline of the operational and technical enablers; to push towards more interoperable systems; to optimize the traffic flows across the AEFMP area; and to interconnect ATM systems, share data coming from AEFMP facilities and systems. The main achievements of the AEFMP have been the result of the collaboration in the following areas: Optimum use of Technical Systems: technical optimization is considered essential to provide the users with systems aimed at improving or maintaining performance through synchronized interoperable technology deployment. Likewise, the main general objectives are: - to establish systems and common protocols allowing for a reliable, quick and effective exchange of information between operational centres; - to share data coming from technical premises between adjacent (non-national) units, when pertinent; - to share technical knowledge and experience between AEFMP ANSPs and propose new technical ways of improving CNS/ATM systems. Optimum use of Airspace: common methods and procedures as well as operational changes have been and shall be assessed considering the impact on global performance and in order to optimize the use of the AEFMP airspace by its users. Likewise, the general objectives are: - to study and elaborate common working methods for the area, as well as establishing support systems necessities; - to establish common criteria for airspace organization and co-ordination of adjacent units in order to avoid bottlenecks; - to analyze delays in the AEFMP area and propose joint measures in order to reduce delays in the area. The previous areas of work include inter-fab and other non AEFMP countries collaboration activities, with the aim to extend the SES objectives to other geographies, and the joint participation in initiatives such as the EUROMED Aviation Project, while keeping the aim to maintain, and improve whenever possible, the level of safety in the AEFMP area. After having emphasized its collaboration with EUROMED in 2014 from which data communications courses were funded, having presented to EUROMED countries its Inter-ANSP Memorandum of Cooperation for data and services sharing during a dedicated workshop and in line with its objective to develop the EU technical cooperation with the AEFMP North-African partners, AEFMP answered positively to an invitation of Groupe des ministres des Transports de la Méditerranée Occidentale, GTMO5+5 (Group of Transport ministers from Western Mediterranean). The agreed objective is to produce a study, led by DSNA, focused on the cooperation status, projects and needs among the ten countries concerned (Portugal, Spain, France, Italy, Malta, Morocco, Mauritania, Algeria, Tunisia and Libya. The study will be delivered mid-2016 to the GTMO5+5 expert group. Last, In 2015, AEFMP launched the renewal of its newly hosted public website, and finalized an intense work on the revision of the Joint AEFMP plan. Both activities have been evaluated by AEFMP Steering Committee early LSSIP Year 2015 Spain 51 Released Issue

64 itec-efdp In order to achieve a homogeneous Air Traffic Management (ATM) system in Europe, ENAIRE, with other European partners, has participated for several years in EUROCONTROL debates on related topics. A common handling of the flight data exchanged between ANSPs Air Traffic Control systems could greatly improve the European wide homogeneity and interoperability, distributing the development costs amongst the member states. In this context ENAIRE joined the efdp project in 1999, together with its partners (NATS-UK, STNA- France, ENAV-Italy and UAC-Maastricht) and co-ordinated by EUROCONTROL. efdp initiated the setting up of some specifications on flight plan processing within the air traffic control system. This common flight plan processing system should have entered into operation within the first five years of the 21st century. However this project finally disappeared in The itec-efdp flight data processing system, offshoot from the efdp, is the result of co-operation between ENAIRE, the German DFS and NATS. In a first stage the three Service providers defined the characteristics of the future system, based on the original concepts contained and the requirements that were developed previously in the in efdp, through a joint Programme Office located in Madrid. Once the specification and system design phases have been completed, the next development phases and future deployments will be carried out separately but keeping a high commonality. Following this approach and without EUROCONTROL coverage, itec-efdp has converged towards a common system based on the current flight plan processing systems from SACTA and the German VAFORIT; as a result of the achievements, the project has developed an open and interoperable flight data processing system that can be used by the different European ATM providers. With this regard it has to be highlighted that the itec partners expanded their collaboration with the incorporation of LVNL-The Netherlands to the group, and it has been opened a negotiation process with NAV Pt-Portugal, which at this stage has not yet been formalized due to several reasons. Besides the above mentioned, ITEC-eFDP has defined co-operation mechanisms with the COFLIGHT project (equivalent to itec-efdp between the service providers in France, Italy and Switzerland) called ICOG (Interoperability CO-operation Group). Also, the itec project is evolving for playing a key role in SJU programme, by creating a common Industry Based Platform for addressing Validation activities, and evolving its functionality for coping with SESAR new concepts. A6 Alliance The A6 Alliance was set up informally in 2007 between the ANSPs interested in accession to SJU membership, i.e.: ENAIRE, the Spanish ANSP; DFS, the German ANSP; DSNA, the French ANSP; ENAV, the Italian ANSP; NATS, the British ANSP; NORACON, (the NORth European and Austrian CONsortium), which consists of nine members: Swedavia (Swedish airports) and eight European ANS providers: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). After the successful cooperation for accession to SJU membership, it was decided to formalise the A6 Alliance through a Memorandum of Cooperation which was concluded in June The aim of the cooperation and coordination between the 6 parties was to provide customer value through improving the ATM performance at a European Network Level and increasing the pace of delivering the Single European Sky. The main areas of cooperation relate to general fields of mutual interest (e.g. best practice, harmonised strategy etc.), the SESAR R&D phase and SESAR deployment phase. The governance of the A6 Alliance is ensured by a Steering Board composed of CEOs which meets on a LSSIP Year 2015 Spain 52 Released Issue

65 quarterly basis and is supported by a Strategy Board composed of senior managers. An R&D Working Group and a Deployment Working Group organise co-operation at expert level. The A6 Alliance quickly became an important player and a key stakeholder of the Single European Sky and has made significant and remarkable contributions to the SESAR JU, for example on the occasion of the ATM Master Plan Updates (editions 2012 and 2015). The A6 Alliance leads European-wide technical activities validated and co-funded by the EC for their consistency with the SES framework: ANSPs coordination for IDP (CFP Ten-T 2012, M, cofunded 20%), Advanced FDP (CFP Ten-T 2012, 13.3 M, co-funded 50 %) and New European Common Services Provision for PENS2 and DLS (CFP Ten-T 2013, 2.4 M, co-funded 50%). PANSA is now a full member of the A6 Alliance, which has also developed a close partnership with the COOPANS 5 ANSPs, and a strong relationship with the A4 (Airlines) and the SDAG (airports) which has resulted in the setup of an industry led consortium (SESAR Deployment Alliance (SDA)). On December, 5th 2014, the European Commission tasked the SDA with the setup of the SESAR Deployment Manager, thus strengthening its legitimacy in actively contributing to SESAR deployment. This partnership between ANSPs led to the formal integration of COOPANS into the A6 Alliance for SESAR Deployment Manager activities and today, the A6 Alliance members provide significant support either in logistics or in staff to the SESAR Deployment Manager. Finally, in the context of SESAR2020, the B4 6 Consortium joined the A6 Alliance in 2015 and an agreement has been recently established between the A6 Alliance and Skyguide in order to authorise exchanges between their experts in the domain of R&D. SESAR Deployment Alliance The SESAR Deployment Alliance was appointed by the European Commission (05/dic/2014) as Deployment Manager. The main task of the SESAR Deployment Manager is to develop, propose and maintain the Deployment Programme of SESAR concepts and technologies and ensure efficient synchronisation and overall coordination of implementation projects, as well as the related investments in line with the Deployment Programme. The SESAR Deployment Alliance is a partnership of leading airlines, airports and air navigation service providers the managers and users of Europe s airspace. They are committed to the principle of the Single European Sky and to deploying the technologies that will deliver it to create customer and environmental efficiencies. The partners are: A6 Deployment Manager Alliance: The A6 Deployment Manager Alliance is formed of five ANSP members of the SESAR JU DFS (Germany), DSNA (France), ENAIRE (Spain), ENAV (Italy) and NATS (UK), working with PANSA of Poland and a group representing ANSPs members of the COOPANS alliance including AustroControl (Austria), Croatia Control, IAA (Ireland), LFV (Sweden) and Naviair (Denmark). A4 Airlines: Air France-KLM group, easyjet, IAG and Lufthansa Group, the four airline members of the EC s Aviation Platform, created the A4 Group of Airlines at the end of Their aim is to help accelerate operational improvements in ATM and to coordinate airline participation in the SESAR Deployment Manager to ensure performance driven implementation of new ATM procedures and technologies. The SESAR-related Deployment Airport Group (SDAG) European Economic Interest Group (EEIG) includes a group of 25 airports from among those represented by Airport Council International Europe (ACI-E) and that are in the scope of the Pilot Common Project. 5 ACG, Croatia Control, IAA, LFV and Naviair together form the COOPANS Alliance 6 PANSA, ANS CR, LPS SR and Oro Navigacija together form the B4 Consortium LSSIP Year 2015 Spain 53 Released Issue

66 Some of the main activities accomplished by SDM during 2015 are: On 10 th March 2015, the SJU and the Deployment Manager signed a Memorandum of Understanding, providing a platform for future cooperation for the smooth and timely deployment of the SESAR solutions. On the 30 th June 2015, the EDA and the Deployment Manager also signed a Memorandum of Understanding, with the purpose of establishing efficient cooperation and mutual support between civil and military stakeholders with regard to SESAR Deployment. On the 30 th September 2015 the SESAR Deployment Manager formally delivered the final version of the SESAR Deployment Programme 2015 (DP 2015) for approval to the Directorate General for Mobility and Transport of the European Commission (DG MOVE) In November 2015, SESAR Deployment Manager launched STAR - a programme management tool created to support all SDM stakeholders. As explained during the CEF Call 2014 Kick-off meeting (19 and 20 November), STAR is a key element to support the CEF Call 2014 execution phase. It has been created to support cooperation, communication and monitoring of data and information between Implementing Partners and SESAR Deployment Manager. On the 5 th November 2015, the Call for Proposals for Actions under the 2015 Multi-Annual Work Programme was launched by INEA. The SESAR Deployment Manager has coordinated applications for projects related to PCP implementation, as well as will submit the proposals to INEA (16 th February 2016). On 27 th November 2015, the Deployment Manager published the Deployment Programme 2015 (Edition November). This serves as the basis of the 2015 CEF Call for Proposals for public funding for actions related to Common Projects. DP 2015 contains a full project view for PCP implementation in a performance driven approach, and provides a comprehensive and structured work plan of all activities necessary to implement technologies, procedures and best practices required for common projects. LSSIP Year 2015 Spain 54 Released Issue

67 Chapter 6 - ESSIP Objective Implementation 6.1 Conventions Two colour codes are used for each ESSIP Objective box : a colour code is used to show the Objective Scope in the Objective ID cell, and another colour code is used to show the Objective Progress in the State and for each national stakeholder. Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-state SloAs) Obj. Progress (**) State s high level progress statement REG (By:mm-yyyy) ASP (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement ASP high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date ASP. Progress (**) ASP Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC No Plan EU+ Partly Not Applicable Multi-N Planned Missing Data APT Late LSSIP Year 2015 Spain 55 Released Issue

68 6.2 ESSIP Objectives Implementation progress AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Revision of national regulation has finished and the Royal Decree 552/2014 has been published. Documentation regarding OAT/GAT interface has been updated accordingly and pending on publication till signature OAT rules (RCAO). It is planned to train ATS military personnel according to the OAT/GAT interface document once updated. REG (By:12/2018) DGAC Mil. Authority ASP (By:12/2018) ENAIRE Mil. Authority MIL (By:12/2018) Mil. Authority Revision of national regulation has finished and the Royal Decree 552/2014 has been published. Spanish mil authorities are involved in harmonisation of OAT with EUROAT. National publications (RCAO) were updated in accordance with EUROAT in December National legislation has been modified and approved by high level civilmilitary CIDEFO. Signature is pending on Ministers of Defense and Transports. Documentation regarding OAT/GAT interface has been updated accordingly and pending on publication till signature OAT rules. The agreed texts have been officially approved by CIDEFO and RCAO MIL. It is planned to train ATS personnel according to updated OAT/GAT interface document (pending on publication, see AOM13.1REG01). Military units and training centres have been alerted about changes included in that document, in order to adapt both upgrade and study plans. Spanish mil autohorities are involved in harmonisation of OAT with EUROAT. At national level, there is an outstanding OAT and GAT handling coordination, approved by national regulation (RCAO, RCA and civilmilitary coordination rules). Civil and military users follow RCA (adapted to SERA), while Mil RCAO (adapted to EUROAT, approved by high level civilmilitary CIDEFO and pending on publication ) is only needed to show military deviations and specificities. National annex containing Spanish information was delivered in December All military aeronautical information is included in AIPEspaña (a formal agreement between Mil Authority and Civil ANSP (ENAIRE) is done from 2006), which is already migrated to EAD. At FAB level the LoA was signed in September 2012 for handling procedures between Spain and Portugal. FUA1 SW FAB FUA Optimisation FUA1 SW FAB FUA Optimisation FUA1 SW FAB FUA Optimisation FUA1 SW FAB FUA Optimisation Planned 31/12/ /12/2014 Partly 31/12/ /12/2014 Planned 31/12/2018 Partly 31/12/2018 LSSIP Year 2015 Spain 56 Released Issue

69 AOM19 Implement Advanced Airspace Management Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016 Except for the improvement of the accuracy of airspace booking, the deployment of automated ASM support systems and its interoperability with NM system that are not planned yet, all the SLoAs are completed. A specific proposal has been submitted to INEA for CEF funding (Call 2 CEF 2015) by Spanish Air Force for the deployment of automated ASM tool. In case this project is awarded, planning would be confirmed (2019). ASP (By:12/2016) Except for the improvement of the accuracy of airspace booking, the deployment of automated ASM support systems and its interoperability with NM system that are not planned yet, all the SLoAs are completed. No Plan No Plan ENAIRE This objective is considered at FAB level by military stakeholders. In Spain, there is a national AMC (airspace management cell, joint civil/military) responsible for the daytoday airspace deal and management (in pretactical phase) was placed on 7th January 2010 in a unique location (Madrid ACC) where both civil and military parts are located shoulder to shoulder. There is an AMC operational manual establishing civil/military coordination procedure. At this stage and considering that the SW FAB will be implemented above FL245, there are no plans to have a joint SW FAB AMC. SW FAB common plan includes a project called FUA Optimization Project which will allow optimising ASM management at FAB level. Airspace Optimisation / FUA1 SW FAB FUA Optimisation / NMP1 SW FAB Marseille Interface / NMP2 SW FAB Bordeaux Interface Spanish Military stakeholders have expressed their interest in implementing LARA and ENAIRE is waiting for them to define a coordinated project. Mil. Authority Currently airspace management activities are done manually. Currently an automatic ASM tool is not planned. In the current economic framework LARA is being evaluated. A specific proposal has been submitted to INEA for CEF funding (Call 2). Lack of cofunding by INEA will compromise Mil. Authority s intention. Therefore a definitive plan for implementation can t be assumed until decision by INEA In Spain, there is a national AMC (Airspace Management Cell, joint civil/military) responsible for the daytoday airspace deal and management (in pretactical phase). It was placed on 7th January 2010 in a unique location (Madrid ACC) where both civil and military parts are located shoulder to shoulder. There is an AMC operational manual establishing civil/military coordination procedure. At this stage and considering that the SW FAB will be implemented above FL245, there are no plans to have a joint SW FAB AMC. FUA1 SW FAB FUA Optimisation / NMP1 SW FAB Marseille Interface / NMP2 SW FAB Bordeaux Interface Not Applicable Military areas are released by ESPAF as soon as the activity has finished. It is communicated, according to military procedures, to ECAO that is embedded with civilian control in ACC. LSSIP Year 2015 Spain 57 Released Issue

70 AOM21.1 Implementation of Direct Routing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 [PCP] [Essential] According to Common Plan SW FAB FRA PHASE III, implementation of Direct Routing is planned by ASP (By:12/2017) ENAIRE According to Common Plan SW FAB FRA PHASE III, implementation of Direct Routing is planned by FRA4 SW FAB FRA Phase III Late 31/12/2020 Late 31/12/2020 AOM21.2 Implement Free Route Airspace Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 [PCP] [Essential] The SW FAB already operates the free route concept in Lisbon FIR and Madrid FIR sectors of Santiago and Asturias (FRASAI project). The implementation of the FRA concept in the SW FAB has a longterm perspective, coherent with the operational benefits it offers to aircraft operators, that includes the following phases: Free route extension to FABEC, Free route extension to Santa Maria Oceanic airspace, Casablanca dualization and SW FAB FRA Phase III (implementation of Free Route operations based in DCT segments in Madrid, Barcelona and Canarias UIR limited to overflying traffic and from FL345). The overall project is planned to be implemented by the end ASP (By:12/2021) ENAIRE Implementation of Santiago/Asturias Free Route Airspace (FRASAI). ESPAF has reduced the vertical limits of several training areas in order to facilitate FRASAI. THE SW FAB ALREADY OPERATES THE FREE ROUTE CONCEPT IN LISBON FIR AND MADRID FIR SECTORS OF SANTIAGO AND ASTURIAS (FRASAI PROJECT). THE OBJECTIVE IS TO EXTEND FRA CONCEPT TO THE WHOLE SW FAB AIRSPACE AND TO EXTEND THE FRA CONCEPT IN A CROSS BORDER PERSPECTIVE. CONSEQUENTLY, SW FAB HAS PLANNED 4 PHASED EXTENSION OF FREE ROUTE: FREE ROUTE EXTENSION TO FABEC, FREE ROUTE EXTENSION TO SANTA MARIA OCEANIC AIRSPACE, CASABLANCA DUALIZATION. THE OVERALL PROJECT IS PLANNED TO BE IMPLEMENTED BY THE END ATM2 SW FAB ATM System Harmonisatio n / Airspace Optimisation / FRA1 SW FAB Lisboa/Madri d/brest FRA / FRA2 SW FAB FRA Phase II / FRA3 SW FAB Casablanca Dualisation / FRA4 SW FAB FRA Phase III Partly 31/12/2020 Partly 31/12/2020 LSSIP Year 2015 Spain 58 Released Issue

71 AOP03 Improve runway safety by preventing runway incursions Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013 Most of recommendations of Runway Safety Action Plan are completed or ongoing for all the involved stakeholders. Specifically the EAPPRI recommendations have been adapted to the features of the military air bases open to civilian traffic. Points , and contained in EAPRI 2.0 are in phase of improvement. Late 31/07/2016 After the publication of the Royal Decree 995/2013, military are developing a new SMS in order to implement measures needed to contribute to achieve the main national safety goals. REG (By:12/2013) Mil. Authority AESA ASP (By:12/2013) ENAIRE Mil. Authority APO (By:12/2013) Mil. Authority Aena S.A. Most of recommendations of Runway Safety Action Plan have been adapted to the features of the military Air Bases open to civilian traffic. Some areas have to be improved, such as electronic devices to detect runway incursions and movement on runway and taxi ways. Most of EAPPRI 1.10 "CivilMilitary Joint use aerodromes" and Appendix I "Guidance for JointUse Civil/Military aerodromes" are implemented and subject to its oversight by Mil NSA. A Royal Decree related to Aerodrome Certification (recommendations in point 4.7) was published in 2009 (RD 862/2009). The aerodrome certification process and the inspection planning have been completed. Points and contained in EAPRI 2.0 are in phase of improvement. The recommendations of Runway Safety Action Plan have been completed by ENAIRE. The recommendations of Runway Safety Action Plan have been completed by the Spanish Mil. Authority in the role of ASP. For the military, most recommendations of Runway Safety Action Plan have been adapted to the features of the military air bases open to civilian traffic. The plan is monitored through NSA Mil oversight. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRI recommendations in the Air Base Security and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. For the military, most recommendations of Runway Safety Action Plan have been adapted to the features of the military air bases open to civilian traffic. The plan is monitored through NSA Mil oversight. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRI recommendations in the Air Base Security and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. After the publication of the Royal Decree 995/2013, military are developing a new SMS in order to implement measures needed to contribute to achieve the main national safety goals. Safety studies are currently being done in the context of the Spanish Airport Certification Program. Alligned with AESA timeline. 31/12/2013 Late 31/07/ /12/ /12/ /01/2014 Late 31/07/2016 LSSIP Year 2015 Spain 59 Released Issue

72 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level1 LEBL Barcelona Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 ASMGCS architecture adopted by ENAIRE consists of a combination of SMR and Mode S multilateration system with capability for ADSB 1090 information processing capability. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. Although the system is available since july 2012, the implementation of operational procedures will talke place in mid REG (By:12/2010) AESA ASP (By:12/2011) ENAIRE APO (By:12/2010) ASMGCS architecture adopted by ENAIRE consists of a combination of SMR and Mode S multilateration system with capability for ADSB 1090 information processing capability. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. In the case of Barcelona Airport the system is available since july The implementation of operational procedures will talke place in mid Aena S.A. Late 01/06/ /12/2013 Late 01/06/ /12/2013 LSSIP Year 2015 Spain 60 Released Issue

73 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level1 LEMD Madrid Barajas Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 ASMGCS architecture adopted by ENAIRE consists of a combination of SMR and Mode S multilateration system with capability for ADSB 1090 information processing capability. ASMGCS operational procedures are already in place. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. ASMGCS Level 1 is operational in Madrid. REG (By:12/2010) AESA ASP (By:12/2011) ENAIRE APO (By:12/2010) ASMGCS architecture adopted by ENAIRE consists of a combination of SMR and Mode S multilateration system with capability for ADSB 1090 information processing capability. ASMGCS operational procedures are already in place. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. ASMGCS Level 1 is operational in Madrid. Aena S.A. ASMGCS Level 1 is operational in Madrid. 31/12/ /12/ /12/2010 LSSIP Year 2015 Spain 61 Released Issue

74 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level1 LEPA Palma de Mallorca Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 ASMGCS architecture adopted by ENAIRE consists of a combination of SMR and Mode S multilateration system with capability for ADSB 1090 information processing capability. The implementation at Palma Airport is planned by mid of In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. The implementation of procedures will be finished by mid REG (By:12/2010) AESA ASP (By:12/2011) ENAIRE APO (By:12/2010) ASMGCS architecture adopted by ENAIRE consists of a combination of SMR and Mode S multilateration system with capability for ADSB 1090 information processing capability. The implementation at Palma Airport is planned by mid of In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used.the implementation of procedures will be finished by mid Aena S.A. Late 01/06/ /12/2013 Late 01/06/ /12/2011 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level 2 LEBL Barcelona Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Implementation planned by /12/2018 ASP (By:12/2017) ENAIRE The ASMGCS Level 2 implementation is linked to a new SACTA version APO (By:12/2017) Aena S.A. SLoAs under the responsibility of ENAIRE Air Navigation. Late Late 31/12/2018 Not Applicable LSSIP Year 2015 Spain 62 Released Issue

75 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level 2 LEMD Madrid Barajas Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Implementation planned by /12/2018 ASP (By:12/2017) ENAIRE The ASMGCS Level 2 implementation is linked to a new SACTA version APO (By:12/2017) Aena S.A. SLoAs under the responsibility of ENAIRE Air Navigation. Late Late 31/12/2018 Not Applicable AOP04.2 Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level 2 LEPA Palma de Mallorca Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Partly Implementation planned by /12/2017 ASP (By:12/2017) ENAIRE Implementation planned by 12/2017 APO (By:12/2017) Aena S.A. SLoAs under the responsibility of ENAIRE Air Navigation. Partly 31/12/2017 Not Applicable AOP05 Implement Airport Collaborative Decision Making (CDM) LEBL Barcelona Airport Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 CDM implementation at Barcelona Airport has finished in /12/2015 ASP (By:12/2016) ENAIRE CDM implementation at Barcelona Airport has finished in October 2015 APO (By:12/2016) Aena S.A. This airport is considered active as CDM airport (with exchange of messages with CFMU) since March 2015, but the project extends until December 2015 to cover the implementation of procedures in adverse conditions. ACDM / ATM3 SW FAB CDM ACDM / Analysis implementati on of CDM in more airports 20/10/ /12/2015 LSSIP Year 2015 Spain 63 Released Issue

76 AOP05 Implement Airport Collaborative Decision Making (CDM) LEMD Madrid Barajas Airport Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 Madrid is a CDM airport since January /01/2015 ASP (By:12/2016) ENAIRE Madrid is a CDM airport since January 2015 APO (By:12/2016) Aena S.A. This airport is considered active as CDM airport (with exchange of messages with CFMU) since January 2014, but the project extends until December 2014 to cover the implementation of procedures in adverse conditions. ACDM / ATM3 SW FAB CDM ACDM / Analysis implementati on of CDM in more airports 31/01/ /06/2014 AOP05 Implement Airport Collaborative Decision Making (CDM) LEPA Palma de Mallorca Airport Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 CDM is planned at Palma de Mallorca Airport by end /12/2017 ASP (By:12/2016) ENAIRE CDM is planned at Palma de Mallorca Airport by end 2017 APO (By:12/2016) Aena S.A. ACDM / ATM3 SW FAB CDM ACDM / Analysis implementati on of CDM in more airports Late Late 31/12/2017 Late 31/12/2017 AOP10 Time Based Separation LEMD Madrid Barajas Airport Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 [PCP] [Essential] Planned Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. 31/12/2023 REG (By:12/2023) AESA ASP (By:12/2023) ENAIRE Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. Planned 31/12/2023 Planned 31/12/2023 LSSIP Year 2015 Spain 64 Released Issue

77 AOP11 Initial Airport Operations Plan LEBL Barcelona Airport Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 [PCP] [Essential] The initial AOP concept is currently being developed and validated within the SESAR program. Once the validation is successful, the deployment will be planned. ASP (By:12/2021) ENAIRE APO (By:12/2021) Aena S.A. The initial AOP concept is currently being developed and validated within the SESAR program. Once the validation is successful, the deployment will be planned. The initial AOP concept is currently being developed and validated within the SESAR program. Aena is actively involved in the execution of an ambitious validation exercise which is expected to provide full evidence on final V3 maturity of the concept for SESAR s Step 1. The exercise will address the AOP, its integration with the NOP via SWIM, the reinforcement of ATFM measures through Target Time of Arrival, and the collaborative NOP concept. Therefore several concept elements under the PCP will be addressed, namely those under sections 4.1.1, 4.1.2, and No Plan No Plan No Plan Only after this validation being successful, Aena will plan deployment actions. AOP11 Initial Airport Operations Plan LEMD Madrid Barajas Airport Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 [PCP] [Essential] The initial AOP concept is currently being developed and validated within the SESAR program. Once the validation is successful, the deployment will be planned. ASP (By:12/2021) ENAIRE APO (By:12/2021) Aena S.A. The initial AOP concept is currently being developed and validated within the SESAR program. Once the validation is successful, the deployment will be planned. The initial AOP concept is currently being developed and validated within the SESAR program. Aena is actively involved in the execution of an ambitious validation exercise which is expected to provide full evidence on final V3 maturity of the concept for SESAR s Step 1. The exercise will address the AOP, its integration with the NOP via SWIM, the reinforcement of ATFM measures through Target Time of Arrival, and the collaborative NOP concept. Therefore several concept elements under the PCP will be addressed, namely those under sections 4.1.1, 4.1.2, and No Plan No Plan No Plan Only after this validation being successful, Aena will plan deployment actions. LSSIP Year 2015 Spain 65 Released Issue

78 AOP11 Initial Airport Operations Plan LEPA Palma de Mallorca Airport Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 [PCP] [Essential] The initial AOP concept is currently being developed and validated within the SESAR program. Once the validation is successful, the deployment will be planned. ASP (By:12/2021) ENAIRE APO (By:12/2021) Aena S.A. The initial AOP concept is currently being developed and validated within the SESAR program. Once the validation is successful, the deployment will be planned. The initial AOP concept is currently being developed and validated within the SESAR program. Aena is actively involved in the execution of an ambitious validation exercise which is expected to provide full evidence on final V3 maturity of the concept for SESAR s Step 1. The exercise will address the AOP, its integration with the NOP via SWIM, the reinforcement of ATFM measures through Target Time of Arrival, and the collaborative NOP concept. Therefore several concept elements under the PCP will be addressed, namely those under sections 4.1.1, 4.1.2, and No Plan No Plan No Plan Only after this validation being successful, Aena will plan deployment actions. AOP12 Improve runway and airfield safety with ATC clearances monitoring LEBL Barcelona Airport Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 [PCP] [Essential] Planned Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. 31/12/2020 ASP (By:12/2020) ENAIRE APO (By:12/2020) Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. Aena S.A. Alligned with the date provided by ENAIRE. EFS (Electronic Flight Strip) Planned 31/12/2020 Planned 31/12/2020 LSSIP Year 2015 Spain 66 Released Issue

79 AOP12 Improve runway and airfield safety with ATC clearances monitoring LEMD Madrid Barajas Airport Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 [PCP] [Essential] Planned Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. 31/12/2020 ASP (By:12/2020) ENAIRE APO (By:12/2020) Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. Aena S.A. Alligned with the date provided by ENAIRE. EFS (Electronic Flight Strip) Planned 31/12/2020 Planned 31/12/2020 AOP12 Improve runway and airfield safety with ATC clearances monitoring LEPA Palma de Mallorca Airport Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 [PCP] [Essential] Planned Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. 31/12/2020 ASP (By:12/2020) ENAIRE APO (By:12/2020) Current planning is still very preliminary, however it is envisaged to fulfill proposed FOC date. Aena S.A. Alligned with the date provided by ENAIRE. EFS (Electronic Flight Strip) Planned 31/12/2020 Planned 31/12/2020 ATC02.5 Implement ground based safety nets Area Proximity Warning level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 There are plans to implement it by end 2017, according to SACTA planning. 31/12/2017 ASP (By:12/2016) Mil. Authority ENAIRE Spanish Mil. Authorities in the role of ANSPS have planned the implementation of APW functionality throughout 2015 and Operational service by end For the military, Area Proximity Warning (APW) is developed and implemented by Civil ANSP (ENAIRE) as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civilmilitary bases by ENAIRE. APW function implementation is performed by ENAIRE (certified ANSP). Operational service by end SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF APW FUNCTIONALITY THROUGHOUT 2017 AND SAFETY NETS Late Late 31/12/2017 Late 31/12/2017 LSSIP Year 2015 Spain 67 Released Issue

80 ATC02.6 Implement ground based safety nets Minimum Safe Altitude Warning level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 There are plans to implement it by 2017 according to SACTA v.3.z5.60 planning. 30/06/2017 ASP (By:12/2016) Mil. Authority ENAIRE The objective implementation will be deployed in by mil ANSP according their civ ATC system upgrade planning. Operational service by For the military, Minimum Safe Altitude Warning (MSAW) is developed and implemented by Civil ANSP (ENAIRE) as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civilmilitary bases by ENAIRE. MSAW function implementation is performed by ENAIRE (certified ANSP). Operational service by Due to the existence of a new specification, it has been reviewed in As a consequence, the development and test of this new specification and the operational validation will be performed early THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN FAB SW ANSP ACCORDING THEIR ATC SYSTEM UPGRADE PLANNING: IN THE SPANISH ANSP (SACTA) BY 2017 AND IN PORTUGUESE ANSP (LISATMEFDP) BY SAFETY NETS Late Late 30/06/2017 Late 30/06/2017 ATC02.7 Implement ground based safety nets Approach Path Monitor level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 There are plans to implement it by mid 2017 according to SACTA planning. 30/06/2017 ASP (By:12/2016) Mil. Authority ENAIRE Spanish Mil. Authorities in the role of ANSPS have planned the implementation of APM functionality according their atc system upgrade planning. In service by mid For the military, Approach Path Monitor (APM) is developed and implemented by Civil ANSP (ENAIRE) as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civilmilitary bases by ENAIRE. APM function implementation is performed by ENAIRE (certified ANSP). In service by mid SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF APM FUNCTIONALITY ACCORDING THEIR ATC SYSTEM UPGRADE PLANNING: SPANISH ANSP (SACTA) BY 2017 AND PORTUGUESE ANSP BY SAFETY NETS Late Late 30/06/2017 Late 30/06/2017 LSSIP Year 2015 Spain 68 Released Issue

81 ATC07.1 Implement AMAN tools and procedures LEBL Barcelona Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2015 Functionality is already operational at Barcelona Airport since March /03/2015 ASP (By:12/2015) ENAIRE Functionality is already operational at Barcelona Airport since March AMAN 03/03/2015 ATC07.1 Implement AMAN tools and procedures LEMD Madrid Barajas Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2015 Functionality is already operational at Madrid Airport. 31/07/2013 ASP (By:12/2015) ENAIRE Functionality is already operational at Madrid Airport. AMAN 31/07/2013 ATC07.1 Implement AMAN tools and procedures LEPA Palma de Mallorca Airport Initial operational capability: 01/01/2007 Full operational capability: 31/12/2015 Functionality will be operational at Palma Airport by mid /06/2016 ASP (By:12/2015) ENAIRE Functionality will be operational at Palma Airport by mid AMAN Late Late 30/06/2016 LSSIP Year 2015 Spain 69 Released Issue

82 ATC12.1 Implement automated support for conflict detection, resolution support information and conformance monitoring Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 This functionality is going to be implemented in version 4 SACTA itec. The development of SACTA system version 4.1 will be implemented according a threephased project. A project proposal (Phase A) has been submitted under the CEF 2015 INEA Call. It will be complemented with two more phases. A second Phase B project will encompass the technical verification of the new system version, and a third Phase C project, that will be submited under the future CEF 2016, will encompass all the activities that need to be performed for the entry into operational use, i.e.: operational validation, training, deployment and commissioning. The project is currently in specification phase. ASP (By:12/2021) ENAIRE Mil. Authority This functionality is going to be implemented in version 4 SACTA itec. The development of SACTA system version 4.1 will be implemented according a threephased project. A project proposal (Phase A) has been submitted under the CEF 2015 INEA Call. It will be complemented with two more phases. A second Phase B project will encompass the technical verification of the new system version, and a third Phase C project, that will be submited under the future CEF 2016, will encompass all the activities that need to be performed for the entry into operational use, i.e.: operational validation, training, deployment and commissioning. The project is currently in specification phase. This functionality is going to be implemented in version 4 SACTA itec. This version is currently in specification phase. Planned 31/12/2021 Planned 31/12/2021 Planned 31/12/2021 ATC15 Implement, in EnRoute operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 AMAN operations are being deployed sequentially: Partial implementation, sectors TMA (see details bellow) in Madrid ACC (07/2013), Barcelona ACC (05/2014) and Palma ACC (04/2016) and full implementation, sectors TMA & EnRoute,by the end of 2018 (Madrid, Barcelona and Palma AD). ASP (By:12/2017) AMAN operations are being deployed sequentially: Madrid ACC (07/2013): AMAN information of Madrid AD is exchanged with Madrid ACC enroute sectors, but exchange with Seville and Barcelona ACC enroute sectors is not available yet. Late 31/12/2018 Late ENAIRE Barcelona ACC (05/2014): AMAN information of Barcelona AD is exchanged with Barcelona ACC enroute sectors, but exchange with Madrid and Marseille ACC enroute sectors is not available yet. Palma ACC (04/2016): AMAN information of Palma AD is not exchanged with Barcelona ACC enroute sectors yet. 31/12/2018 THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN THE SPANISH ANSP IN TWO PHASES BETWEEN 2015 AND PORTUGUESE ANSPS CURRENT PLANS FORESEE TO FULLY IMPLEMENT THIS FUNCTIONALITY IN LSSIP Year 2015 Spain 70 Released Issue

83 ATC16 Implement ACAS II compliant with TCAS II change 7.1 Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 Partly Currently most service transporttype military aircraft are equipped with ACAS II. 31/12/2016 REG (By:12/2015) AESA ASP (By:03/2012) ENAIRE This objective is not considered to be implemented. MIL (By:12/2015) Mil. Authority Currently most service transporttype aircraft are equipped with ACAS II (not version 7.1), e.g. CASA 295, C130, B707, A310 and Falcon 900. Despite Regulation No. 1332/2011 is not applicable for State aircraft, TCAS II v7.1 implementation is foreseen in several fleets, (A310 and Falcon 900). ACAS II training is not included in the Unit Instruction Plans. However tactical aircraft pilots are trained to be aware of possible false RA generated onboard the surrounding equipped civil aircraft. Military crews are trained to flight with due regard to safety of civil aircraft, according to State's compromise in Chicago Convention. 01/12/2015 No Plan 31/03/2012 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 Planned The internal plan encompasses the completion of the objective by end /12/2018 ASP (By:12/2018) ENAIRE Current planning sets the implementation date by end 2018 THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED BY BOTH THE SPANISH AND THE PORTUGUESE ANSPs BY CF2 (Functional Configuration 2) Planned 31/12/2018 LSSIP Year 2015 Spain 71 Released Issue

84 COM10 Migrate from AFTN to AMHS Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014 AMHS system is implemented in Spain. 28/02/2006 ASP (By:12/2014) Mil. Authority ENAIRE Spanish Mil. Authorities, in their ANSPs message systems, are connected to national civ systems and comply with AMHS specifications. Spain implemented AMHS in its system since The objective of the FIRST project was to establish an AMHS connection between Madrid and Frankfurt. The interconnection was implemented and the preoperational phase began in October The service was fully operative in February The main objective for ENAIRE is to migrate existing international AFTN or CIDIN connections to AMHS. For the military, migration from AFTN to AMHS took place at the same time as ENAIRE. Equipment is implemented by ENAIRE to Military Bases open to civil air traffic and joint civilmil bases. Spain implemented AMHS in its system since The objective of the FIRST project was to establish an AMHS connection between Madrid and Frankfurt. The interconnection was implemented and the preoperational phase began in October The service was fully operative in February The main objective for ENAIRE is to migrate existing international AFTN or CIDIN connections to AMHS. BOTH SPANISH AND PORTUGUESE ANSPS HAVE DEPLOYED AMHS SYSTEMS. IN THE SPANISH ANSP BY 2015 AND 2016 FOR THE PORTUGUESE ANSP. CNS2 SW FAB Evolution of the Aeronautical Messaging Networks (AMHS) / REDAN (Data Network) 28/02/ /02/2006 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 VoIP technology is being deployed in two phases: Phase I: to deploy VoIP Gateways (GWs) associated with all the operational legacy VCSs and Radio stations. REDAN will be used as the IP transport network. Phase II: There exists a plan for migrating current legacy Voice Communications Systems (VCSs) to VoIP in all ACCs in Spain beyond 2013 (COMETA project). ASP (By:12/2020) Mil. Authority ENAIRE Spanish Mil. Authorities in the role of ANSPs have planned the implementation of VoIP protocol. Spanish military air bases are being implemented with VCS supporting IP. At present, VoIP full capability is a requirement for acquisition and implementation of new VCS in military air bases. At present VCS of two Spanish air bases have been upgraded with VoIP capability. However radio systems and military communications network are not IP capable yet. BOTH SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF VOIP PROTOCOL BY COMETA (VoIP) Planned 31/12/2020 Planned 31/12/2020 Planned 31/12/2020 LSSIP Year 2015 Spain 72 Released Issue

85 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements LEBL Barcelona Airport Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 CDA has been implemented during the night period in Barcelona. There are no additional plans 31/12/2010 ASP (By:12/2013) ENAIRE APO (By:12/2013) Aena S.A. CDA has been implemented during the night period in Barcelona. Controllers have been trained. CDA has been implemented during the night period in Barcelona. There are no additional plans 31/12/ /12/2010 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements LEMD Madrid Barajas Airport Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 CDA has been implemented during the night period in MadridBarajas. There are no additional plans 31/12/2010 ASP (By:12/2013) ENAIRE APO (By:12/2013) Aena S.A. CDA has been implemented during the night period in MadridBarajas. Controllers have been trained. There are no additional plans CDA has been implemented during the night period in MadridBarajas. There are no additional plans 31/12/ /12/2010 ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements LEPA Palma de Mallorca Airport Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 CDA has been implemented during the night period in Palma. There are no additional plans 31/12/2010 ASP (By:12/2013) ENAIRE APO (By:12/2013) CDA has been implemented during the night period in Palma. Controllers have been trained. There are no additional plans Aena S.A. CDA has been implemented during the night period in Palma. 31/12/ /12/2010 LSSIP Year 2015 Spain 73 Released Issue

86 ENV02 Implement Collaborative Environmental Management (CEM) at Airports LEBL Barcelona Airport Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 Implementation of the objective could be enhanced as a result of the analysis of the new CEM specification published in sep/14. ASP (By:12/2016) ENAIRE APO (By:12/2016) Aena S.A. Aena Air Navigation participates in the partnerships arrangements described in APO SLoAs Environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, the Ministry of Agriculture, Food and Environment, regional government, city councils and Aena. 20/10/ /12/ /10/2015 ENV02 Implement Collaborative Environmental Management (CEM) at Airports LEMD Madrid Barajas Airport Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 Implementation of the objective could be enhanced as a result of the analysis of the new CEM specification published in sep/14. ASP (By:12/2016) ENAIRE APO (By:12/2016) Aena S.A. Aena Air Navigation participates in the partnerships arrangements described in APO SLoAs Environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, Ministry of Agriculture, Food and Environment, regional government, city councils and Aena. 01/12/ /12/ /12/2015 ENV02 Implement Collaborative Environmental Management (CEM) at Airports LEPA Palma de Mallorca Airport Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 Implementation of the objective could be enhanced as a result of the analysis of the new CEM specification published in sep/14. ASP (By:12/2016) ENAIRE APO (By:12/2016) Aena S.A. Aena Air Navigation participates in the partnerships arrangements described in APO SLoAs Environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, the Ministry of Agriculture, Food and Environment, regional government, city councils and Aena. 11/06/ /12/ /06/2015 LSSIP Year 2015 Spain 74 Released Issue

87 FCM01 Implement enhanced tactical flow management services Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 This objective has been completed during 2004 with the supply ETFMS in ASTERIX category 062 format. 31/12/2004 ASP (By:07/2014) Mil. Authority ENAIRE This objective has been completed during 2004 with the supply ETFMS in ASTERIX category 062 format. This objective has been completed during 2004 with the supply ETFMS in ASTERIX category 062 format. 31/12/ /12/2004 FCM03 Implement collaborative flight planning Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 All AFP messages are automatically provided by Spanish SACTA system. In case of SLoAs ASP07, ASP08, ASP09, ASP10, ASP13 and ASP14, trials with NM are still pending to complete the implementation. ASP (By:12/2017) ENAIRE All AFP messages are automatically provided by Spanish SACTA system. In case of SLoAs ASP07, ASP08, ASP09, ASP10, ASP13 and ASP14, trials with NM are still pending to complete the implementation. BOTH SPANISH AND PORTUGUESE ANSPS HAVE IMPLEMENTED ALMOST ALL THE SLoA. THE REMAINING ONES ARE EITHER PARTIALLY DEVELOPED OR PENDING OF NM's TRIALS. SACTAiTEC Partly 31/12/2017 Partly 31/12/2017 FCM04 Implementation of Short Term ATFCM Measures phase 1 Initial operational capability: 01/09/2013 Full operational capability: 31/12/2015 STAM phase 1 trial is being implemented in Barcelona ACC. Although the first outcomes from the trial are satisfactory, the used occupancy parameters still need some refinement. Implementation in Barcelona ACC will take place during 2016 with the advice from NM. In addition, the following short term ATFCM measures are already used by ENAIRE in tactical operations: Rerouting, Flight Level Capping, MIT (Miles in trail), Dynamic Configurations, Cherry Picking, Flow (Terminal rerouting) and Capacity Management (Military negotiation) according to the specific needs per ACC. ASP (By:12/2015) ENAIRE STAM phase 1 trial is being implemented in Barcelona ACC. Although the first outcomes from the trial are satisfactory, the used occupancy parameters still need some refinement. Implementation in Barcelona ACC will take place during 2016 with the advice from NM. In addition, the following short term ATFCM measures are already used by ENAIRE in tactical operations: Rerouting, Flight Level Capping, MIT (Miles in trail), Dynamic Configurations, Cherry Picking, Flow (Terminal rerouting) and Capacity Management (Military negotiation) according to the specific needs per ACC. Late 31/12/2016 Late 31/12/2016 LSSIP Year 2015 Spain 75 Released Issue

88 FCM05 Implementation of interactive rolling NOP Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 [PCP] [Essential] Currently the implementaion of this objective is pending the definition of a civil/military coordinated project. ASP (By:12/2017) ENAIRE Mil. Authority APO (By:12/2021) Currently, Enaire has not available an Automatic ASM tool. Spanish Military stakeholders have expressed their interest in implementing LARA, according to their proposal to CEF 2015 grants. Currently ENAIRE is waiting for them to define a coordinated project. As soon as an ASM tool is developed (see objective AOM19), integration with the network will be planned. A specific proposal has been submitted to INEA for CEF funding (Call 2). Lack of cofunding by INEA will compromise Mil. Authority s intention. Therefore a definitive plan for implementation can t be assumed until decision by INEA. Aena S.A. Nowadays the slot coordination is provided by AECFA. No Plan No Plan Not Applicable No Plan FCM06 Traffic Complexity Assessment Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Within the SESAR framework, a tool that supports the management of local traffic load is being developed. It will also process the EFD messages. ASP (By:12/2021) ENAIRE [PCP] [Essential] Planned 31/12/2021 Planned 31/12/2021 INF04 Implement integrated briefing Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012 ENAIRE's ICARO system provides all levels for the integrated briefing services. ASP (By:12/2012) ENAIRE Mil. Authority ENAIRE's ICARO system provides all levels for the integrated briefing services. The Spanish Mil. Authority 's ICARO system provides level 4 integrated briefing services. Although it accomplishes with some level 5 conditions, there is no plan for providing 'One single entry of flight details'. Some level 6 functions like integration with CDM and ATC systems are also already available. This system is developed by Civil ANSP (ENAIRE) and given to Mil ANSP. 23/11/ /11/2015 LSSIP Year 2015 Spain 76 Released Issue

89 INF07 Electronic Terrain and Obstacle Data (TOD) Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 Both Civil Air Navigation Service Provider and Airport operator comply with the ICAO Annex 15 requirements to provide TOD data. At present, there is no plan from the military side (no specific plan has been established yet). Although TOD implementation is not a compulsory requirement for military, in the future the objective could be considered as part of military implementation plans. REG (By:05/2018) AESA Although a formal National TOD Policy has not been established yet, throughout airports certification process, under EASA Regulation Reg 139/2004, AESA is addressing these requirements (areas 2, 3, 4, related to airport operator). All airports will be certified under Reg 139/2014 before December Once airports are certified, throughout annual airports inspection Plan, AESA oversees the compliance with the mentioned requirements. DGAC Mil. Authority ASP (By:05/2018) ENAIRE Mil. Authority APO (By:05/2018) Aena S.A. Mil. Authority etod is not binding for military. However, its implementation is being considered and a specific proposal has been submitted to INEA for CEF funding (Call 2). Lack of cofunding by INEA will compromise Mil. Authority s intention. Therefore a definitive plan for implementation can t be assumed until decision by INEA. ENAIRE AIS systems already comply with all international regulations regarding TOD data (ICAO Annex 15). etod implementation is not a compulsory requirement for military, in the future the objective could be considered as part of military implementation plans. A specific proposal has been submitted to INEA for CEF funding (Call 2). Lack of cofunding by INEA will compromise Mil. Authority s intention. Therefore a definitive plan for implementation can t be assumed until decision by INEA. Aena S.A is aligned with the information provided by ENAIRE. ENAIRE (Spanish ANSP) is AIS provider, AENA (Airport Operator) will give all the information in form and format ENAIRE indicate us. At present, this objective is considered as NO PLAN because no specific plan has been established yet. Althought TOD implementation is not a compulsory requirement for military, in the future the objective could be considered as part of military implementation plans. etod implementation is not a compulsory requirement for military, in the future the objective could be considered as part of military implementation plans. A specific proposal has been submitted to INEA for CEF funding (Call 2). No Plan No Plan No Plan Not Applicable 03/11/2014 Not Applicable 03/11/ /11/2014 Not Applicable LSSIP Year 2015 Spain 77 Released Issue

90 ITYACID Aircraft identification Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Possible deferred compliance, only for services provided by military units or under military supervision, subject to conditions:: 02/01/2025 The aircraft identification is already put in service by the Civil ANSP. The identified involved staff in the first Mode S deployment was properly trained. The rest of the training will be scheduled according to the compliance of the Regulation. ASP (By:01/2020) Mil. Authority ENAIRE Spanish Mil. Authorities in the role of ANSPs will have aircraft identification based on ModeS. Before that Spanish ANSP is using eorcam. For the military, deployment of surveillance ModeS included in SACTA is developed and implemented by Civil ANSP (ENAIRE) as well as any software related with ATC. BOTH SPANISH AND PORTUGUESE ANSPS WILL HAVE AIRCRAFT IDENTIFICATION BASED ON MODE S BEFORE BEFORE THAT SPANISH ANSP IS USING eorcam AND PORTUGUESE ANSP WILL USE CCAMS. Partly 02/01/2020 Partly 02/01/2020 Partly 02/01/2020 LSSIP Year 2015 Spain 78 Released Issue

91 ITYADQ Ensure quality of aeronautical data and aeronautical information Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 The ADQ implementation is currently being prepared and planned to be fully achieved by June/2017 according to the 73/2010 Regulation although some intermediary SLoAs will be achieved beyond the date established in the ESSIP REG (By:06/2017) Mil. Authority AESA ASP (By:06/2017) ENAIRE Mil. Authority APO (By:06/2017) Aena S.A. Military Authority has verified that there is an arrangement between civil ANSP and military ANSP for data, called "Agreement of collaboration between Minister of Defence and Minister of Public Works in relation to the publication of integrated information/ aeronautical data, civil and military, in the Spanish Aeronautical Information Service". All these activities will be reassessed in the new version of the ADQ implementation plan, that is being currently developed at ENAIRE and will be accepted by AESA during The ADQ implementation plan being currently developed at ENAIRE deals with this issue and concrete plans are being developed. ADQ IMPLEMENTATION BY SPANISH AND PORTUGUESE ANSPS IS CURRENTLY BEING PREPARED AND PLANNED TO BE FULLY ACHIEVED BY JUNE 2017 ACCORDING THE 73/2010 REGULATION. Although the objective is not binding for military, a plan is established to comply with Regulation (EC) nº 73/2010. CECAF (Military Cartographic and Photographic Centre) is the main technical Air Force Unit in charge of Aeronautical Information. That information produced is always validated by ESP Air Force Staff (Airspace Management Branch). During 2012 this Unit was oversight by Mil NSA in order to check that data quality and process requirements are according to Regulation (EC) nº 73/2010. A quality management system is implemented, it is the Mil specifications; Spanish Military regulations NME2964/2008, M83015 A, NMC2948 and NMC2923 EMAG are applied. Military information is published in AIPEspaña through Civil ANSP (ENAIRE). There is an agreement between civil and military ANSPs for AIP. Consistency and timeliness are taken into account continuously There is a common database, there is not a digital exchange information. A specific proposal to implement digital exchange format (AIXM 5.1) has been submitted to INEA for CEF funding (CALL 2). Lack of cofunding by INEA will compromise Mil. Authority s intention. Therefore a definitive plan for implementation can t be assumed until decision by INEA implementation. Documentation related to certification is provided to the NSA during the aerodrome certification process, which will end by March 2016 ADQ Late 30/06/ /12/2006 Partly 30/06/2017 Late 30/06/2017 Not Applicable Late 30/06/2017 LSSIP Year 2015 Spain 79 Released Issue

92 ITYAGDL Initial ATC airground data link services above FL285 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 Planned A/G Data Link will be deployed by end /12/2017 REG (By:02/2018) AESA DGAC ASP (By:02/2018) ENAIRE MIL (By:01/2019) Mil. Authority Considering the new deadlines establishes by Regulation (EU) Nº 2015/310, A/G Data Link will be deployed by end 2017 Considering the new deadlines establishes by Regulation (EU) Nº 2015/310, A/G Data Link will be deployed by end 2017 THE OBJECTIVE IMPLEMENTATION IS PLANNED TO BE DEPLOYED IN THE SPANISH ANSP BY 2017 AND THE PORTUGUESE ANSP BY 2018 New transporttype state aircraft entering into services from January 2014 will have data link. First transporttype State aircraft entering into service is planned to be A400M, with CPDLC capacity. CF2 (Functional Configuration 2) / CNS1 SW FAB DataLink / CPDLCData Link CNS1 SW FAB DataLink Planned 31/12/2017 Planned 31/12/2017 Planned 31/12/ /12/2013 LSSIP Year 2015 Spain 80 Released Issue

93 ITYAGVCS2 Implement 8,33 khz airground voice channel spacing below FL195 Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 The AGVCS implementation is currently being prepared and planned to be fully achieved by December /2018 according to the 1079/2012 Regulation. REG (By:12/2018) AESA Mil. Authority DGAC ASP (By:12/2018) Mil. Authority Article 4 (5) of the VCS Regulation establishes that Member States shall ensure that by 31 December 2017 at the latest all radios have the 8,33 khz channel spacing capability with the exception of ground radios operated by air navigation service provider s. In this sense, the NSA is already supervising the ground radios deployment plan in order to ensure compliance with this requirement in time, taking into account that ANSP radios may be (and some will be) upgraded during 2018, which does comply with Regulation VCS and, consequently, with SLoA ITYAGVCS2 REG01 (4). Therefore, AGVCS implementation is planned to be achieved by the dates established in the Regulation. All the relevant units inside the Ministry of Defense are aware of these regulation requirements and required to comply with them. Therefore it has been included in all the technical procurement requirements for the acquired systems. A procedure is being coordinated by AESA, at national level, for local exemptions publication. Article 4 (5) of the VCS Regulation establishes that Member States shall ensure that by 31 December 2017 at the latest all radios have the 8,33 khz channel spacing capability with the exception of ground radios operated by air navigation service provider s. In this sense, the NSA is already supervising the ground radios deployment plan in order to ensure compliance with this requirement in time, taking into account that ANSP radios may be (and some will be) upgraded during 2018, which does comply with Regulation VCS and, consequently, with SLoA ITYAGVCS2 REG01 (4). Therefore, AGVCS implementation is planned to be achieved by the dates established in Regulation. All the relevant military units inside the Ministry of Defence are aware of these regulation requirements and required to comply with them. Therefore it has been included in all the technical procurement requirements for the acquired systems. At present, VCSs of two Air Bases have been upgraded. Frequency assignment is done at state level by ENAIRE. ENAIRE New systems will be put into service during 2018 MIL (By:12/2020) Mil. Authority APO (By:12/2018) List of State aircraft that could not be equipped with 8,33 khz radios requested by REGULATION (EC) No 1265/2007 was communicated to DGAC (for the European Commission) during summer Planned 31/12/2018 LSSIP Year 2015 Spain 81 Released Issue 8,33 below FL195 Planned 31/12/2018 Planned 31/12/2017 Planned 31/12/2018 Partly 31/12/2018 Planned 31/12/2018 Planned 30/06/2018 Mil. Authority In the case of military, procedures for handling non8,33 khz equipped Not Applicable

94 Aena S.A. vehicles through airport areas using 8,33 khz channel spacing are published in AIPEspaña. Military training courses will be gradually updated in all the affected units when the system is implemented. It is not planned to include 8,33 khz radios in the following vehicles: refuelling units, tugs and autonomous equipment. However, their personnel are properly trained to communicate with ATS through terrestrial band frequencies. Other vehicles (such as fire protection and rescue) are foreseen to be updated with 8,33 khz radios. Training plans are being gradually updated in all the affected units when the system is implemented. 8,33 below FL195 Planned 31/12/2018 ITYCOTR Implementation of groundground automated coordination processes Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 Systems serving ACCs providing services above FL285 in the airspace defined in Regulation (EU) 2015/310: 05/02/2018 Partly Implementation planned by the end of /12/2017 ASP (By:02/2018) ENAIRE MIL (By:12/2012) Mil. Authority Implementation planned by the end of The implementation is currently planned to be fully achieved by end 201, according to the Regulation although some intermediary SLoAs will be achieved beyond the date established in the ESSIP THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN CONSECUTIVE PHASES IN THE PORTUGUESE ANSP BOTH (BASIC AND ADVANCED) THROUGHOUT 2015 AND 2018 AND THE SPANISH ANSP BY 2017 The process for the transmission of basic flight data between ATC units (civil and military) is implemented since As a minimum, aircraft identification, SSR mode and code are always provided. ATM2 SW FAB ATM System Harmonisatio n / CF2 (Functional Configuration 2) Partly 30/12/ /01/2012 LSSIP Year 2015 Spain 82 Released Issue

95 ITYFMTP Apply a common flight message transfer protocol (FMTP) Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 The objective has been completed in 2015 with the upgrade of communications systems between ATS units and controlling military units. ASP (By:12/2014) Mil. Authority ENAIRE MIL (By:12/2014) Mil. Authority Systems will be compliant on the implementation date established on article 8 of Regulation EC No 633/2007 on flight message transfer protocol. Systems will be compliant on the implementation date established on article 8 of Regulation EC No 633/2007 on flight message transfer protocol. FMTP OBJECTIVE IMPLEMENTATION OVER IPV6 IS CURRENTLY BEING PREPARED AND PLANNED (DEC/2015) TO FULFILL THE 633/2007 AND 283/2011 REGULATIONS. NAV AND ENAIRE DEPLOYED FMTP OVER IPV4 IN JUNE 2014 AND PLAN TO FULLY DEPLOY THE FMTP EXCHANGES OVER IPV6 IN Flight message transfer protocol (FMTP) is developed and implemented by Civil ANSP (ENAIRE) as well as any software related with ATC. It is installed in Spanish Military Air Bases open to civil traffic and joint civilmilitary bases by ENAIRE. Verification of the systems and safety oversight are conducted by AESA (civil NSA) to the certified ANSP (ENAIRE). SACTAiTEC 31/12/ /12/ /12/ /12/2015 LSSIP Year 2015 Spain 83 Released Issue

96 ITYSPI Surveillance performance and interoperability Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 ELS in transporttype State aircraft : 07/12/2017 EHS and ADSB Out in transporttype State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 National planning would allow the fulfilment of this objective according to the deadline, although in case of the military SLoAs Enhanced Mode S is at initial planning phase. REG (By:02/2015) AESA ASP (By:02/2015) ENAIRE MIL (By:06/2020) Mil. Authority According the dates foreseen by the civil ANSP to develop the safety assessments. All surveillance systems in ENAIRE Air Navigation are already ASTERIX compliant. THE OBJECTIVE IMPLEMENTATION HAS BEEN DEPLOYED BY BOTH ANSPS IN Initial plan is established, including economical valuation, regarding Mode S Elementary Surveillance equipment and ADSB. CNS4 SW FAB Surveillance IP / CNS5 SW FAB New Radars Sharing / CNS7 SW FAB New Surveillance Sensors Sharing / MODES/ADS B Late 31/12/2019 Late 30/06/ /11/2015 Planned 07/06/2020 LSSIP Year 2015 Spain 84 Released Issue

97 NAV03 Implementation of PRNAV Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 TMA RNAV procedures are designed in accordance with PRNAV standards (JAA TGL10 Circular Operativa 03/01 of the DGAC) and in accordance with the RCA. Plans are being developed for the implementation of sole PRNAV structure in main Spanish TMAs. For the military, RNAV is regulated by Chief of Air Staff Directive 14/04 and Chief of Air Staff General Instruction So far, there are two RNAV (GNSS) approaches published in Rota Air Base (Air Navy Base) and Colmenar Viejo military aerodrome by Mil Authority. There is no requirement for the air bases open to civil traffic and joint uses related with RNAV. There is also no requirement for military aircraft to have PRNAV equipment. ASP (By:12/2023) ENAIRE Some progress has been made up to now, regarding the implementation of some PRNAV manoeuvres in Spanish TMAs (Madrid, Canarias and Palma). Currently, the initial plan for the implementation of sole PRNAV TMAs is being revised and implementation dates agreed (subject to positive results of safety cases). PRNAV in TMAs / TMA1 SW FAB Canarias TMA / TMA2 SW FAB Madrid TMA / TMA3 SW FAB Barcelona TMA / TMA4 SW FAB Faro TMA / TMA5 SW FAB Lisboa TMA Planned 31/12/2019 Planned 31/12/2019 LSSIP Year 2015 Spain 85 Released Issue

98 NAV10 Implement APV procedures Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 The strategy of implementation of APV in Spain consists of a joint deployment of APV SBAS and APV BAROVNAV procedures, in order to respect costefficiency principles for all operators. First safety assessment to implement an APV approach procedure with 3 minima lines (LNAV, LNAV/VNAV and LPV) in Santander Airport was approved in 2013 and for Almeria airport in RNP APCH (APV type) in Santander is already in service (Oct/2013) for both runway ends. For Almeria airport both RNAV1 SID and STAR and RNP APCH will be operational in REG (By:04/2016) AESA ASP (By:12/2016) ENAIRE AMCs 2026 and 2027 are considered acceptable means of compliance AMCs 2028 is considered an acceptable means of compliance as of September 2012 when it was adopted by EASA (AMC 2028 Effective: 24/09/2012, Annex II to ED Decision 2012/014/R of 17/09/2012) A list of criteria for the progressive introduction of APV procedures at Spanish airports has been developed taking into account safety, operational, economic and environmental factors. Currently, the PBN implementation plan is being redefined to adapt it to solve existing operational difficulties even if those difficulties will make more complex the implementation of RNP APCH procedures. The work done so far in some scenarios initially proposed first for implementation will be used in the future. A number of RNP APCH APV procedures down to LNAV/VNAV (APV Baro) and LPV (APV SBAS) minima are already available and have been used for demonstration purposes in the frame of national and European projects. Some of those procedures at instrument runwayends will be actually published in the AIP Spain. RNP Approach / TMA6 SW FAB RNP APCH Implementati on Plan Late 31/12/ /06/2012 Late 31/12/2019 SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements Initial operational capability: 01/06/2008 Full operational capability: 31/12/2011 Civil and military ANSPs have already fulfilled their recommendations. Monitoring of the implementation of planned airspace infringement risk reduction measures is planned to be completed by June REG (By:12/2011) AESA ASP (By:12/2011) AESA shall continue receiving feedback from stakeholders with regard to the dissemination and implementation of the Plan. ENAIRE MIL (By:12/2011) Mil. Authority Action Plan Airspace Infringement Risk Reduction has been adapted accordingly to the Air Bases Prevention Plan and Accidents Prevention Plan (PPA), both regulated by IG 1009 (Flight Safety Organisation and Regulation in the Air Force). Late 01/06/2016 Late 01/06/ /07/ /01/2011 LSSIP Year 2015 Spain 86 Released Issue

99 SAF11 Improve runway safety by preventing runway excursions Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 Recommendations of the European Action Plan for the Prevention of Runway Excursions, have been implemented by ASP, MIL and APO. The Part 3.6 of the Action Plan has been partially implemented by Aesa. For the rest of recommendations, an indicative date of 01/2018 is provided for this LSSIP report while plans are being drawn up. REG (By:01/2018) AESA ASP (By:12/2014) ENAIRE The applicable measures of the Action plan, Part 3.6 have been partially implemented. The implementation of the rest of the recommendations is pending on planning date. An indicative date of 01/2018 is provided for this LSSIP report while plans are being drawn up. The implementation and monitoring of the Action Plan activities for prevention of runway excursions are described in the SGOP13INF document. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. Aena S.A. Mil. Authority APO (By:12/2014) Mil. Authority Aena S.A. For the military, most recommendations of Runway Safety Action Plan have been adapted to the features of the military air bases open to civilian traffic. The plan is monitored through NSA Mil oversight. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. For the military, most recommendations of Runway Safety Action Plan have been adapted to the features of the military air bases open to civilian traffic. The plan is monitored through NSA Mil oversight. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. Partly 31/01/2018 Partly 31/01/ /12/ /12/ /12/ /12/ /12/2014 LSSIP Year 2015 Spain 87 Released Issue

100 6.3 Alignment of PCP with ESSIP Objectives and related progress LSSIP Year 2015 Spain 88 Released Issue

101 Annexes Annex A Specialists involved in the LSSIP Process LSSIP Co-ordination LSSIP Focal Points Organisation Name LSSIP Focal Point for Spain ENAIRE Estíbaliz SALAZAR LSSIP Focal Point for NSA/CAA DGAC AESA Luis CASTILLO Miriam SANZ LSSIP Focal Point for ANSP ENAIRE. Estíbaliz SALAZAR LSSIP Focal Point for Airport AENA S.A. Francisco SALMERÓN Ismael GARCÍA LSSIP Focal Point for Military ESP Air Force Maj. Pedro María BENITO SALATTI EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person for Spain DPS/PEPR Lut NACKAERTS ESSIP Objective Implementation ESSIP Objective AOM13.1 AOM19 EUROCONTROL Objective Owners R. BUCUROIU, O. MROWICKI, C. LUCCIOLI, E. REUBER G. ACAMPORA, O. MROWICKI EUROCONTROL PEPR Objective Coordinator National Stakeholder Specialist(s) A. DYBOWSKA Mariano VEGA ENAIRE Maj. Pedro María BENITO SALATTI- EMA/DOP/SESPA A. DYBOWSKA Mariano VEGA ENAIRE Maj. Pedro María BENITO SALATTI- EMA/DOP/SESPA AOM21.1 R. BUCUROIU A. DYBOWSKA Mariano VEGA ENAIRE AOM21.2 R. BUCUROIU A. DYBOWSKA Mariano VEGA ENAIRE AOP03 AOP04.1 AOP04.2 AOP05 T. LICU P. ADAMSON P. ADAMSON P. ADAMSON P. VRANJKOVIC Jesús ROMERO ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA Pablo SANCHO AESA Victor SOMOZA AENA S.A P. VRANJKOVIC Nicolás MARTÍN ENAIRE José Luis RODRIGUEZ ENAIRE Gabriel NOVELLES ENAIRE Antonio RUIZ DE LA MATA AENA S.A. Pablo SANCHO - AESA P. VRANJKOVIC Nicolás MARTÍN ENAIRE José Luis RODRIGUEZ ENAIRE Gabriel NOVELLES ENAIRE Antonio RUIZ DE LA MATA AENA S.A. P. VRANJKOVIC Gabriel NOVELLES ENAIRE Fernando GONZALEZ AENA S.A. LSSIP Year 2015 Spain 89 Released Issue

102 ESSIP Objective EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator National Stakeholder Specialist(s) AOP10 AOP11 AOP12 ATC02.5 ATC02.6 ATC02.7 M. BIRENHEIDE M. BIRENHEIDE M. BIRENHEIDE B. BAKKER, S. DROZDOWSKI B. BAKKER, S. DROZDOWSKI B. BAKKER, S. DROZDOWSKI B. HILL José Luis RODRIGUEZ ENAIRE Miriam SANZ - AESA B. HILL Francisco SALMERÓN AENA S.A José Luis RODRIGUEZ ENAIRE P. VRANJKOVIC Francisco SALMERÓN AENA S.A José Luis RODRIGUEZ ENAIRE I. FEIJT José Luis RODRIGUEZ ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA I. FEIJT José Luis RODRIGUEZ ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA I. FEIJT José Luis RODRIGUEZ ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA ATC07.1 P. CONROY, P. TERZIOSKI L. DELL ORTO José Luis RODRIGUEZ ENAIRE L. DELL ORTO José Luis RODRIGUEZ ENAIRE ATC12.1 P. TERZIOSKI Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA ATC15 P. CONROY, P. TERZIOSKI L. DELL ORTO José Luis RODRIGUEZ ENAIRE L. DELL ORTO José Luis RODRIGUEZ ENAIRE ATC16 S. DROZDOWSKI Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA Silvia TRONCOSO - AESA ATC17 S. MORTON L. DELL ORTO José Luis RODRIGUEZ ENAIRE A. KOKONA Manuel GARCÍA ENAIRE COM10 COM11 Y. EYUBOGLU L. POPESCU Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA A. KOKONA Manuel GARCÍA ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA ENV01 C. FABER B. HILL Gabriel NOVELLES ENAIRE ENV02 S. MAHONY, A. WATT B. HILL Eduardo MILANÉS AENA S.A. O. CIOARA José Luis RODRIGUEZ ENAIRE FCM01 FCM03 H. KOOLEN TBD Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA O. CIOARA José Luis RODRIGUEZ ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA FCM04 P. HOP O. CIOARA José Luis RODRIGUEZ ENAIRE O. CIOARA José Luis RODRIGUEZ ENAIRE FCM05 FCM06 I. MENDES P. HOP Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA O. ALFARO José Luis RODRIGUEZ ENAIRE Mariano VEGA ENAIRE LSSIP Year 2015 Spain 90 Released Issue

103 ESSIP Objective EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator National Stakeholder Specialist(s) INF04 P. MATERN A-P. FRANGOLHO Javier FENOLL ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA A-P. FRANGOLHO Javier FENOLL ENAIRE INF07 A. PETROVSKY Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA Pablo SANCHO - AESA ITY-ACID A. DESMOND-KENNEDY O. CIOARA Nicolás MARTÍN ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA A-P. FRANGOLHO Javier FENOLL ENAIRE ITY-ADQ M. UNTERREINER Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA Miriam SANZ AESA Belén GOMEZ AENA S.A ITY-AGDL ITY- AGVCS2 ITY-COTR ITY-FMTP ITY-SPI NAV03 NAV10 SAF10 SAF11 S. DISSING J POUZET S. MORTON L. POPESCU M. BORELY, R. STEWART F. PAVLICEVIC R. FARNWORTH T. LICU S. LAWRENCE A. KOKONA José Luis RODRIGUEZ ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA Miriam SANZ - AESA O. ALFARO Manuel GARCÍA ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA Miriam SANZ AESA Ismael GARCÍA AENA S.A L. DELL ORTO José Luis RODRIGUEZ ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA O. ALFARO José Luis RODRIGUEZ ENAIRE Maj. Pedro María BENITO SALATTI- EMA/DOP/SESPA O. CIOARA Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA Nicolás MARTÍN ENAIRE Miriam SANZ - AESA A. KOKONA Gabriel NOVELLES - ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA A. KOKONA Ana Bodero ENAIRE Miriam SANZ - AESA I. FEIJT Jesús ROMERO ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA José Alberto GUTIÉRREZ AESA Francisco BERNAL AESA I. FEIJT Jesús ROMERO ENAIRE Maj. Pedro María BENITO SALATTI - EMA/DOP/SESPA Francisco BERNAL AESA Victor SOMOZA AENA S.A LSSIP Year 2015 Spain 91 Released Issue

104 Annex B National Stakeholders Organisation Charts GENERAL DIRECTORATE OF CIVIL AVIATION GENERAL SECRETARIAT AND LEGAL DEPARTMENT SUBDIRECTORATE OF AIR TRANSPORT OPERATION SUBDIRECTORATE OF AIR NAVIGATION AND AIRPORTS AIRPORT STRATEGY AIR NAVIGATION STRATEGY Spanish Direction General of Civil Aviation Schematic Structure AESA Agencia Estatal de Seguridad Aérea LSSIP Year 2015 Spain 92 Released Issue

105 ATM Management within Military Organisation Spanish Air Force involved in the provision of air navigation services to the civil aviation LSSIP Year 2015 Spain 93 Released Issue

106 AENA S.A Schematic Organisation ENAIRE Schematic Organisation LSSIP Year 2015 Spain 94 Released Issue