deployment programme 2015 (dp 2015) - european...

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Deployment Programme

2015

(DP 2015)

FPA MOVE/E2/2014-717/SESAR FPA

SGA MOVE/E2/2014-717/SI2-699519

Work Package B2 – 4.2

Deliverable 4.2.2

26th November 2015

Deployment Programme 2015

2

Control

Approved by Massimo

Garbini Managing

Director

Date

18/11/2015

Signature

Signed

Reviewed by Nicolas Warinsko

Deputy Managing

Director Director

Technical and Operations

Date 18/11/2015

Signature Signed

Prepared by Mariagrazia

La Piscopia Deputy Director

Technical and Operations

DP Planning Manager

Heiko Teper

DP Realisation Manager

Date

18/11/2015

Date

18/119/2015

Signature

Signed

Signature

Signed


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Table of content

Executive Summary .................................................................................. 4

1. Introduction .................................................................................... 7

2. Strategic View ................................................................................. 8

2.1 What’s new with DP 2015? .................................................................... 9

2.2 Performance Policy .............................................................................. 12

2.3 Full PCP implementation ...................................................................... 13

2.4 Priorities for 2015 CEF Calls for proposals ............................................ 21

3. Project view .................................................................................. 23

3.1 AF #1– Extended AMAN and PBN in high density TMA .......................... 24

3.2 AF #2 – Airport Integration and Throughput ........................................ 47

3.3 AF #3 – Flexible ASM and Free Route ................................................... 77

3.4 AF #4 – Network Collaborative Management ...................................... 101

3.5 AF #5 – Initial SWIM ......................................................................... 126

3.6 AF #6 – Initial Trajectory Information Sharing .................................. 161

4. Performance view ........................................................................ 173

4.1 SDM in the SES performance framework ............................................ 173

4.2 Performance assessment and CBA methodology’s overview ............... 175

4.3 Funding and financing mechanisms .................................................... 177

4.4 Initial findings ................................................................................... 179

4.5 Next steps ......................................................................................... 180

5. Monitoring view ........................................................................... 182

5.1 PCP current status of implementation ................................................ 182

5.2 SDM Synchronisation and Monitoring ................................................. 230

6. Risks and Mitigations ................................................................... 240

7. Towards DP 2016......................................................................... 246

8. List of Acronyms .......................................................................... 249

9. Notes ........................................................................................... 255


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Executive Summary

What’s DP 2015?

Following the timely delivery of DP v1 to the European Commission (EC) by 29th of June

2015, the Programme has been further updated and enhanced in many of its sections,

resulting into DP 2015. In accordance with Commission Implementing Regulation (EU) No

409/2013, the SJU, the NM and EDA have been associated to the development of this

version.

In this respect, whilst DP 2015 main objectives are to factually align with the outcome of

the CEF Transport call 2014 and the implementation level of the ATM Master Plan edition

2015, the Programme also brings significant improvements, such as: a performance policy

supported by an enriched performance view, a tailored assessment and cost benefit

analysis methodology 1 , updated standardisation and regulation matrixes 2 and an

enhanced gap analysis that takes into account the outcomes from the CEF Transport Call

2014 and the direct contribution of the operational stakeholders3. Furthermore, DP 2015

provides for a detailed view on how SDM intends to ensure the synchronization of the

Programme, introducing a tailored four-phase methodology4.

It is underlined that DP 2015 maintains the same scope of DP v1, which is to provide a

unique, consulted, agreed and supported, ATM technological implementation plan

by and for industry describing how to get organised to ensure synchronised,

coordinated and timely PCP implementation. Accordingly, DP v1 structure – which

turns the 6 ATM functionalities and 20 sub-functionalities contained in the PCP into 44

families of implementation projects – has been reconfirmed, whilst the respective set of

information has been further improved.

For each family of projects, DP 2015 identifies the respective projects awarded

through CEF Transport Call 2014, and at the same time flags the activities to be

performed by which stakeholders, where, and when indicating the optimum time for their

execution. DP 2015 represents the blueprint for the ATM technological investment

plans by the operational stakeholders impacted by PCP Regulation.

Once approved by the EC, DP 2015 shall constitute the main reference document to

specify the priorities in the CEF Calls for Proposals that will be launched by the

end of 2015. DP 2015 shall also be enforced through an amendment to the SESAR

Deployment Framework Partnership Agreement (FPA), replacing former PDP v0 as its

technical annex.

DP 2015 Consultation

DP 2015 builds on the contributions from SESAR Joint Undertaking (SESAR JU), the

Network Manager (NM) and the European Defence Agency (EDA), on the consultation

with the operational stakeholders, engaged through the Stakeholders Consultation

Platform (SCP) for performance, CBA, standardisation and regulation related matters.

1 See Section 2.2, Chapter 4 and Annex D 2 See Annex B 3 See Chapter 3 4 See Chapter 5


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EASA, EUROCAE and EASCG have also been consulted by SDM for the finalization of the

Standardization and Regulation Matrixes.

DP 2015’s overview

DP 2015 is organised into 6 main chapters.

The “Strategic view” connects between the ATM functionalities in the PCP which sets the

frame for this Deployment Programme and the families of projects which are its building

blocks. The “Strategic view” outlines the main principles adopted by SDM developing the

“Project view” and rolls out the 44 families of implementation projects through which SDM

recommends to fully implement PCP. In order to sequence PCP implementation adequately,

the “Strategic view” organises the 44 families in 3 levels of readiness for

implementation, in the perspective of the CEF Transport and Cohesion Fund Calls

for Proposals 2015:

30 high readiness families: those families are ready for implementation and the

related implementation projects are the most urgent to launch in order to continue

timely PCP implementation and early benefits delivery;

10 medium readiness families: those families are ready for implementation,

although related implementation projects could be less urgent to launch because less

critical to timely PCP implementation;

4 low readiness families: those families are not ready for implementation

The “Project view” is at the heart of DP 2015. It propagates the general orientations laid

down in the “Strategic View” down to the details of each families and related implementation

activities. “Project view” added value lays with the provision, for each of the 44 families in

the strategic view, of a clear breakdown in between:

the implementation projects awarded through 2014 CEF Calls for proposals;

the identified gaps, i.e. the implementation initiatives still required to ensure the

timely implementation of the related family, sub-AF, AF and then overall PCP. In this

perspective, the gap analysis is the tool provided by SDM to the operational

stakeholders with a twofold objective:

o ease the timely alignment of the ATM technological investment plans with

PCP implementation sequencing;

o maximise operational stakeholders’ probability to access the available

EU co-funding by sequencing in time the implementation initiatives against

the co-funding opportunities.

Operational stakeholders’ attention is particularly drawn to this gap analysis, as

it provides for a clear indication on what is expected to be implemented and by

when, helping the stakeholders in ensuring their investment plans are aligned

with the Programme.

The “Performance view” has been further enhanced in comparison with DP v1. Still

providing for an overview of SDM’s role within the SES performance framework, it now

introduces the performance assessment and CBA methodology that SDM will apply in

support to its performance policy and how it builds on and connect with the methodologies

used by other SES and SESAR bodies involved into performance. Furthermore, whilst

outlining the funding and financing mechanisms that could be activated to facilitate


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timely PCP implementation by the operational stakeholders and further optimise PCP’s

benefits, it provides for some initial findings, mainly derived from the costs and

expected benefits drawn from the implementation projects awarded as a result

from the CEF Transport Call 2014.

Under the “Monitoring view”, there is still no projects within the SESAR Deployment FPA

to report on. As a smooth transition towards Deployment Programme realisation, the

“Monitoring view” in the DP 2015 reports status of priority implementation activities defined

in the former Interim Deployment Programme. The “Monitoring view” also introduces the

methodology for SDM to coordinate and synchronise the implementation projects

during DP realisation. .

“Risks and mitigations” flows down from the previous chapters recapping the 9 high level

risks to PCP implementation. SDM also proposes related mitigation actions.

Finally, last chapter looks forward the future version of the DP, which is the DP 2016

Draft by 30th June 2016. It anticipates the further improvements that will appear in DP 2016,

which will target the CEF Transport Call 2016 whilst recording the implementation projects

submitted in the framework of the CEF Transport Calls 2015 pending final award decisions

by INEA. Furthermore, the chapter underlines SDM early start for DP 2016 development in

order to provide stakeholders with a significantly extended consultation period.


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1. Introduction

DP 2015 has been developed on the basis of the set of principles reported in DP v1, and

building on the inputs and contributions received since its release in June 2015. After the

DP 2015 released by 30th of September 2015, the European Commission has returned some

more comments to the SESAR Deployment Manager. In order to provide the European

Commission with an “agreed” version that could support both its approval process and the

CEF Transport General and Cohesion Calls for Proposals 2015, the SESAR Deployment

Manager has released this version of DP 2015 dated 19th November 2015.

Where the “Strategic view” provides for the guidelines to comprehend the overall

Programme structure, chapter 3 “Project view” details down, at family level, the

implementation projects awarded through 2014 CEF Transport Calls for Proposals as well as

the implementation initiatives remaining to be tackled to address identified gaps in the PCP

implementation and thus support full PCP implementation and performance expectations.

Tightly linked to the “Project view” is the “Performance view” presented in chapter 4: it

provides for an overview of SDM’s role within the SES performance framework, introduces

SDM performance assessment and CBA methodology, and outlines funding and financing

mechanisms that could be activated to facilitate timely PCP implementation.

Chapter 5 “Monitoring view” provides the overview of the current implementation status

of the full PCP scope, in particular reporting the IDP Execution Progress Report (IEPR)

recommendations and status update, the results of the enhanced gap analysis exercise, and

the SDM synchronization and monitoring four-phase methodology.

The development of the above views triggers the identification of risks to PCP

implementation and DP 2015 realisation and related potential mitigation actions either

under SDM or other stakeholders’ remits, both described in chapter 6 “Risks and

Mitigations”.

Chapter 7 “Towards DP 2016” concludes DP 2015 looking at the future version of the

Programme.

DP 2015 also includes four Annexes, here below listed:

Annex A Project view – Projects details, updated according to 2014 CEF Transport

Calls for Proposals awarding results;

Annex B - Standardization and Regulation matrixes, updated according to the outputs

of the coordination with EASA, EDA, NM, SJU and EUROCAE, and of the consultation

with the operational stakeholders;

Annex C – the updated IP Template which will be used during the 2015 CEF Transport

Call for those project proposals deploying ATM functionalities identified in the Pilot

Common Project in accordance with the present Programme. Such template has been

developed in full compliance with INEA policy requirements and enhanced according

to the lessons learnt during 2014 CEF Transport Calls for Proposals;

Annex D – Performance Assessment and Cost Benefit Analysis methodology


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2. Strategic View

The “Strategic view” is at the articulation between the PCP – the business view which sets

the frame for this Deployment Programme, and the detailed “Project view” presented in the

next section.

In particular, Section 2.1 outlines the main new features in DP 2015 compared to DP v1,

which includes: the update of the Programme following the results of INEA evaluation

process for CEF Transport Calls for proposals 2014; an enhanced gap analysis thanks to the

inputs provided by the operational stakeholders through ad-hoc templates; a detailed view

of the approach developed by SDM to synchronise the IPs identified in the DP; the inclusion

of two new annexes respectively introducing the IP template (Annex C) and the Performance

Assessment and Cost Benefit Analysis Methodology (Annex D).

Section 2.2 then presents SDM’s performance policy, developed according to its regulatory

framework and in full alignment with its scope and responsibilities, whilst section 2.3

reconfirms DP v1 work breakdown structure and related families Gantt charts.

Finally, section 2.4 concludes with the general orientations proposed to the EC and the INEA,

updated according to 2014 CEF Transport Call results, in order to continue timely

implementation of PCP through the next CEF Transport Calls for Proposals.


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2.1 What’s new with DP 2015?

DP 2015 builds on DP v1, itself derived from PDP v1; the table here below summarises the

roadmap timetabled by previous PDP v1 and DP v1 releases:

PDP v1 DP v1 DP 2015

Released 31/03/15 24/06/15 30/09/2015

Consulted No Yes No

Approved Noted Noted November

Strategic view Yes Yes (updated) Yes (updated)

Project view

L1: AFs

As in PCP As in PCP As in PCP

L2: sub-AFs

L3: families Fast-tracks only

(updated) 44 families 44 families

L4:

implementation projects

110 projects

submitted to 2014 CEF Call

110 projects

submitted to 2014 CEF Call

+ gaps

Projects awarded in

2014 CEF call + gaps (updated)

Performance view None Initial Enhanced

Monitoring view None

Limited to IDSG’s hand over for PCP

prerequisites and facilitators,

including DLS

IDSG’s handover +

preliminary view of implementation

activities still needed for full PCP

implementation

Table 1 – PDP v1, DP v1, DP 2015 Roadmap

Whereas PDP v1 developed an initial project view of the Pilot Common Project (PCP), and

DP v1 widened its scope embracing the full PCP, DP 2015 provides a further up-to-date

picture of SESAR implementation at both level 3 and level 4.

With regard to level 3, the structure of DP v1 families has been re-confirmed, whilst

respective set of information has been further improved: in particular, the “References and

guidance material”, the “Industry standards” and the “Means of compliance and certification


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of community specifications” have been updated according to the outputs of the

Standardization and Regulation matrixes (S&R) consultation and consolidation process.

As detailed in Annex B, DP 2015 has indeed enhanced the S&R matrixes included in DP v1

thanks to the coordination with EASA, EDA, NM, SJU and EUROCAE, and the

consultation with the operational stakeholders whose outputs have been recorded in

the matrixes themselves.

With regard to the level 4, DP 2015 has been updated according to the results of 2014

CEF Calls for Proposals. Furthermore, the gap analysis initialized in DP v1 has been

significantly enhanced through the direct involvement of the operational stakeholders. The

analysis, building on the inputs provided by Airspace Users, ANSPs and airports through ad-

hoc templates developed by SDM (see chapter 5), now further details the nature of the gap

identified; in particular, with regard to the ground stakeholders, nine categories of

implementation status have been identified, plus a tenth one in case no information is

available:

1. Family's scope already fully implemented (not a gap);

2. Submitted project(s) for which CEF financing has already been requested; its/their

realisation will ensure the full family's implementation coverage (not a gap);

3. Submitted project(s) for which CEF financing has already been requested, although

the full family's implementation will not be covered;

4. Implementation planned but for which co-financing through CEF Calls have not been

requested and/or not awarded;

5. Implementation in progress but for which co-financing through CEF Calls have not

been requested and/or not awarded;

6. Partial coverage in terms of scope (not all the necessary functionalities have been

implemented;

7. Partial coverage in terms of involved Stakeholders;

8. Complete lack of any implementation initiative;

9. Not Applicable (not a gap);

10. No information available

It is worth noting that the current snapshot of ground gaps included in the Programme is

the result of the integration of feedbacks gathered from the ANSPs and from the Airport

operators’ perspective, aiming at providing a “common” perspective of which

implementation activities are still to be performed on ground side. Detailed feedback

received from both stakeholders’ category will however be taken in the upmost

consideration during the elaboration of future versions of the Programme, potentially

leading to a further expansion and development of the monitoring view.

With regard to the Airspace users (AUs), the gap analysis has been performed through a

survey in cooperation with the airspace user associations, targeting those families impacting

the AUs. In order to identify where further projects would be needed in order to deliver the

PCP and to address the needs of the Airspace User community, two questionnaires have

been developed, one on PCP-related flight planning capabilities, the other one on

aircraft capabilities and airspace user’s readiness to deploy avionic functionalities already

embodied on their aircraft and also the operational readiness (Operational Approval /

Flight Crew Trained). This network-centric approach, due the nature of the AU

stakeholders, complemented the gap analysis of the ground stakeholders. It is worth noting

that the gap analysis represents a living picture of the actual status of SESAR


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implementation and, as such, is to be constantly kept updated through SDM

synchronization and monitoring of the Programme.

In this respect, DP 2015 introduces SDM synchronization and monitoring four phases

methodology, as detailed in chapter 5. Starting from the preliminary activities carried out

during DP elaboration - when common monitoring milestones are identified, and building

on the assessment of Indications of Interest and candidate IPs respectively in the Pre-bid

and Bid phases, the methodology allows a thorough monitoring of the projects

implementation during the execution of the Programme, ensuring a consistent up-to-

date picture of the implementation status.


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2.2 Performance Policy

SESAR Deployment Manager (SDM), according to its regulatory framework set by

Commission Implementing Regulations (EU) No 409/2013 and No 716/2014, considers the

performance driven deployment of the Pilot Common Project and any subsequent

Common Project as a priority.

SDM commitment is focused on a constant improvement of the methodology to assess

the consistency with and level of contribution to European Union-wide performance targets5

provided by technological investments.

Within the scope of its responsibilities, SDM’s performance policy is to:

1. Guarantee compliance to relevant regulations and adherence to the European

ATM Master Plan as reference for operational changes that are essential

enablers to achieve the Single European Sky (SES) performance objectives;

2. Guarantee full coordination with SJU, PRB and NM on performance assessment;

3. Guarantee the consultation with the implementing partners on performance

analysis before they are published and within the consultation process defined for

the Deployment Program;

4. Provide the assessment of implementing projects against SES performance

targets namely safety, capacity, environment and cost efficiency as part of the

synchronisation effort of the Deployment Program;

5. Provide the analysis of the costs and expected benefits of the PCP related

implementation projects;

6. Provide the monitoring and the assessment of impact of implementing

projects on each performance target;

7. Promote the use of good practices in the field of cost benefit analysis

methodologies and the adoption of continuous improvement models;

8. Guarantee that all involved staff is aware of its role in the achievement of

performance driven deployment;

9. Develop and promote, at management and implementation levels of the SESAR

Deployment Governance, a performance driven culture.

The “performance view” of the Deployment Programme (chapter 4) further develops the

above described performance policy.

5 ‘European Union-wide performance targets’ means the targets referred to in Article 9 of

Commission Implementing Regulation (EU) No 390/2013.


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2.3 Full PCP implementation

PCP combines coherent technological improvements aiming to enhance the performance of

the European Air Traffic Management system in the short to medium term. It focuses on

the technological improvements that are mature enough to start deployment in 2014-2024

and require a synchronized implementation among the key investors. It also fosters the

implementation of key ground-ground and air-ground infrastructural building blocks for the

future Common Projects.

As also reported in DP v1, DP 2015 aims at providing the project view for full PCP

implementation, thus becoming the blueprint for PCP implementation for all

operational stakeholders: in particular, Level 3 identifies coherent groups of

implementation activities, the Families underpinning the deployment of the 6 ATM

Functionalities in the PCP. Fig. 1 shows DP 2015 overall structure with families clustered

per AF and labelled according to:

both its readiness for implementation and time wise urgency to be launched in order

to pursue timely PCP implementation:

o High Readiness Families: ready for implementation families, which need to

be awarded through 2015 Calls; these families are ready for implementation

and time wise the most urgent to launch in order to continue timely PCP

implementation and early benefits delivery.

o Medium Readiness Families: ready for implementation families that should

be ideally awarded through 2015 Calls; these families are ready for

implementation, although time wise less urgent to launch for PCP

implementation.

o Low Readiness Families: not ready for implementation families; these

families are not yet ready for implementation but will be re-considered when

developing the future versions of the Deployment Programme as their

readiness for implementation is expected to improve in time.


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Fig. 1 – Overall DP 2015 Structure

5.5.1

5.3.1

4.4.2

4.2.4

4.2.2 4.2.3

1.2.3

1.2.1 1.2.2 2.2.1

2.1.3

2.1.1 2.1.2

2.1.4

2.3.1

2.5.1 2.5.2

1.1.1


1.1.2

AF2Airport Integration and Throughput

AF1Extended AMAN and PBN in high density TMA

3.2.4

3.2.1 3.2.3 4.1.1 4.1.2

AF4Network Collaborative Management

AF3Flexible ASM and Free Route

5.2.1 5.2.2 5.1.1 6.1.1 6.1.2

AF6Initial Trajectory Information Sharing

AF5Initial SWIM

5.4.1

5.6.1

Chart Key

ATM Functionalities

Sub AF

1.2.4

1.2.5

S-AF 1.2Enhanced TMA Using

RNP-Based Operations

2.4.1

3.1.3

3.1.1 3.1.2

3.1.4

S-AF 3.1ASM and Advanced FUA

S-AF 3.2Free Route

4.3.1 4.3.2

S-AF4.2Collaborative NOP

S-AF4.4Automated Support for Traffic

Complexity Assessment

S-AF 4.1Enhanced STAM

S-AF4.3Calculated Take-off Time to

Target Times for AFTCM Purposes

5.1.3

5.1.2

S-AF 5.1Common Infrastructure

Components

S-AF 5.2SWIM Infrastructures and Profiles

S-AF 5.3Aeronautical

Information Exchange

S-AF 5.4Meteorological

Information Exchange

S-AF 5.5Cooperative NetworkInformation Exchange

S-AF 5.6Flights Information Exchange

6.1.3 6.1.4

S-AF2.2DMAN integrating Surface Management Constraints

S-AF2.4Automated Assistance to

Controller for Surface Movement Planning and Routing

S-AF 2.1DMAN synchronized with Pre-

departure sequencing

S-AF2.3Time-Based Separation

for Final Approach

S-AF 2.5Airport Safety Nets

S-AF 1.1Arrival Management Extended to

en-route Airspace

S-AF 6.1Initial Trajectory

Information Sharing

Level 3 Family – High Readiness

Level 3 Family – Medium Readiness

Level 3 Family – Low Readiness


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In particular, here below the full list of 44 DP 2015 families is reported, along with

dedicated GANTT charts which highlight the recommended roadmap for implementation

of each Family, clustered by ATM Functionality:

2.3.1 AF1 – Extended Arrival Management and Performance Based

Navigation in the High Density TMAs

1.1.1 Basic AMAN

1.1.2 AMAN Upgrade to include Extended Horizon function

1.2.1 RNP Approaches with vertical guidance

1.2.2 Geographic Database for Procedure Design

1.2.3 RNP 1 Operations in high density TMAs (ground capabilities)

1.2.4 RNP 1 Operations in high density TMAs (aircraft capabilities)

1.2.5 Implement Advanced RNP routes below Flight Level 310

Fig. 2 - AF1 Proposed Roadmap for Implementation

NB. The dotted lines indicate where upgrades might be necessary on the basis of integration need with other families

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

AF1

Exte

nded A

MAN

and P

BN

in h

igh density T

MA

* Potential update of the FOC, pending EASA PBN-NPA Implementing Rule (currently in consultation phase)

Sub AF 1.1

Family 1.2.3*

Family 1.2.4*

Family 1.2.5*

Sub AF 1.2

Family 1.1.1

Family 1.2.1

Family 1.2.2

Family 1.1.2

Chart Key

ATM Functionalities

Sub AF




Sub AF target date (as by Implementing Regulation (EU) No 716/2014)

Family target date (as by Implementing Regulation (EU) No 716/2014)

Link with the upgrade of ATM systems to support DCTs and Free Route (3.2.1, 3.2.3 and 3.2.4)

AMAN integration with Family 3.2.1 and Family 4.3.2


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2.3.2 AF2 – Airport Integration and Throughput

2.1.1 Initial DMAN

2.1.2 Electronic Flight Strips (EFS)

2.1.3 Basic A-CDM

2.1.4 Initial Airport Operational Plan (AOP)

2.2.1 A-SMGCS Level 1 and 2

2.3.1 Time Based Separation (TBS)

2.4.1 A-SMGCS Routing and Planning Functions

2.5.1 Airport Safety Nets associated with A-SMGCS (Level 2)

2.5.2 Implement Aircraft and vehicle systems contributing to Airport Safety Nets

Fig. 3 - AF2 Proposed Roadmap for Implementation

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

AF2

Airport

Inte

gra

tion

and T

hro

ughput

Sub AF 2.1

Family 2.1.1

Family 2.1.2

Family 2.1.3

Family 2.1.4

DMAN integration with A-SMGCS Routing and Planning Functions (2.4.1)

Sub AF 2.2

Family 2.2.1

Sub AF 2.3

Family 2.3.1

Sub AF 2.4

Family 2.4.1

Sub AF 2.5

Family 2.5.1

Family 2.5.2

Safety Nets integration with A-SMGCS Routing and Planning Functions (2.4.1)

Chart Key

ATM Functionalities

Sub AF






NB. The dotted lines indicate where upgrades might be necessary on the basis of integration need with other families


17

2.3.3 AF3 – Flexible Airspace Management and Free Route

3.1.1 (Initial) ASM Tool to support AFUA

3.1.2 ASM management of real time data

3.1.3 Full rolling ASM/ATFCM process and ASM information sharing

3.1.4 Management of Dynamic Airspace configurations

3.2.1 Upgrade of ATM systems (NM, ANSPs, Aus) to support Direct Routings (DCTs)

and Free Routing Airspace (FRA)

3.2.3 Implement Published Direct Routings (DCTs)

3.2.4 Implement Free Route Airspace

Fig. 4 – AF3 Proposed Roadmap for Implementation

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

AF3

Fle

xib

le A

SM

and F

ree R

oute

Sub AF 3.1

Sub AF 3.2

Family 3.2.1

Family 3.2.3

Family 3.2.4

Family 3.1.1

Family 3.1.2

Family 3.1.3

Family 3.1.4

NB. For Sub-AF 3.2, the Implementing Rule states that Direct routing shall be implemented by 01/01/2018, while Free Route shall be implemented by 01/01/2022

Chart Key

ATM Functionalities

Sub AF







18

2.3.4 AF4 – Network Collaborative Management

4.1.1 STAM Phase 1

4.1.2 STAM Phase 2

4.2.2 Interactive Rolling NOP

4.2.3 Interface ATM systems to NM systems

4.2.4 AOP/NOP Information Sharing

4.3.1 Target times for ATFCM purposes

4.3.2 Reconciled Target Times for ATFCM and arrival sequencing

4.4.2 Traffic Complexity Tools


2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

AF4

Netw

ork

Colla

bora

tive M

anagem

ent

Sub AF 4.1

Sub AF 4.2

Sub AF 4.4

Family 4.1.1 Family 4.1.2

Family 4.4.2

Sub AF 4.3

Family 4.2.2

Family 4.2.3

Family 4.2.4

Family 4.3.1

Family 4.3.2

Chart Key

ATM Functionalities

Sub AF







19

2.3.5 AF5 – Initial System Wide Information Management

5.1.1 PENS 1 – Pan-European Network Service v. 1

5.1.2 Future PENS – Future Pan-European Network Service

5.1.3 Common SWIM Infrastructure Components

5.2.1 Stakeholders Internet Protocol Compliance

5.2.2 Stakeholders SWIM Infrastructure components 5.3.1 Upgrade / Implement

Aeronautical Information Exchange System / Service

5.4.1 Upgrade / Implement Meteorological Information Exchange System / Service

5.5.1 Upgrade / Implement Cooperative Network Information Exchange System /

Service

5.6.1 Upgrade / Implement Flight Information Exchange System / Service


Sub AF 5.1

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

AF5

Initia

l SW

IM

* Considering the FMTP Implementing Regulation (EC) No 633/2007

Family 5.1.1

Family 5.1.2

Family 5.1.3

Sub AF 5.3

Family 5.3.1

Sub AF 5.4

Family 5.4.1

Sub AF 5.6

Family 5.6.1

Sub AF 5.5

Family 5.5.1

Sub AF 5.2

Family 5.2.1*

Family 5.2.2

Chart Key

ATM Functionalities

Sub AF







20

2.3.6 AF6 – Initial Trajectory Information Sharing

6.1.1 FDP upgrade in preparation of integration of aircraft flight data prediction

6.1.2 Air Ground Data Link deployment for A/G Communication

6.1.3 Air Ground Communication Service Upgrade

6.1.4 Aircraft Equipage in preparation of exchange of aircraft flight data prediction


2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

AF6

Initia

lTra

jecto

ry

Info

rmation S

haring

* According to (EU) No 310/2015 implementation of Datalink is set for 2/2018 (ground side) and 2/2020 (airside)

NB. Family 6.1.2 level of readiness could be changed in future versions of DP, since specif ic study from SJU results

are expected by mid-2016

Sub AF 6.1

Family 6.1.1

Family 6.1.3

Family 6.1.4

Family 6.1.2*

Chart Key

ATM Functionalities

Sub AF







21

2.4 Priorities for 2015 CEF Calls for proposals

Whereas the above section 2.3 provides an overview for full PCP implementation until the

current financial perspective ends, this section focuses on the very next opportunities for

co-funding that are the calls CEF Transport and CEF Cohesion Fund 2015.

In order to ensure optimum use of these opportunities by the operational stakeholders, the

“Project view” zooms on level 4, which reflects for each family:

1. the implementation projects awarded through 2014 CEF Calls for proposals,

(dark blue box on the left end side of figure 8 below);

2. the identified gaps, i.e. the implementation initiatives deemed necessary to

ensure the timely implementation of the related family, sub-AF, AF and then overall

PCP (grey box on the right end side of figure 8 below). In this perspective, the

gap analysis exercise becomes a tool at disposal of the operational

stakeholders with a twofold objective:

o ease the timely alignment of the ATM technological investment plans with

PCP implementation sequencing

o maximise operational stakeholders’ probability to access the

available financial support by synchronizing the implementation initiatives

with the co-funding priorities.

As explained in chapter 5 “Monitoring view”, SDM has developed the gap analysis in

full cooperation with the Network Manager, and on the basis of ad-hoc surveys

distributed to the operational stakeholders. The consultation of the operational

stakeholders has been therefore taken as an opportunity to further

consolidate the gap analysis.

Fig. 8 shows the generic work breakdown structure (WBS) of a family. This generic WBS is

developed for each family in the chapter 3 “Project view” below:

Fig. 8 – Family WBS

As detailed in the legend, the WBS has been developed in order to report:

N

XXXAFX

XXXAFX

XXXAFX

CEF Call 2014Awarded Projects

High readiness Family

Medium readiness Family

Low readiness Family

H

M

L

Gaps to be addressedin CEF Call for Proposals

Gaps to be addressed in the Specific call for Cohesion funds

INEA Call 2014 Awarded Projects

Identified Gaps

High Importance for Network Performance Improvement

Implementation #1

Implementation #2

Implementation #3

Implementation #4

Implementation #5

Implementation #6

N

Identified GAPs

N

1.1.1 Family Name

H


22

The readiness for implementation and criticality of the Family, as described in

paragraph 2.2;

The family related implementation projects (or part of) awarded through the

2014 CEF Transport Call;

The family related implementation initiatives (gaps) not yet submitted by the

operational stakeholders, but deemed necessary to ensure a timely and effective

deployment of the Programme and to support the performance expectations. In

particular, as mentioned, the gaps focus on the very next opportunities for co-funding

(2015 CEF Calls). In addition, as detailed in chapter 5 “Monitoring view”, the gaps

identified per each family address seven different cases:

o Submitted project(s) for which CEF financing has already been requested,

although the full family's implementation will not be covered;

o Implementation planned but for which co-financing through CEF Calls have

not been requested and/or not awarded;

o Implementation in progress but for which co-financing through CEF Calls have

not been requested and/or not awarded;

o Partial coverage in terms of scope (not all the necessary functionalities have

been implemented;

o Partial coverage in terms of involved Stakeholders;

o Complete lack of any implementation initiative;

o No information available

The implementation initiatives critical to the improvement of the

performance at network level, identified by the Network Manager in the latest

version of the European Network Operations Plan (2015-2019) released in March

2015, have been also labelled with a blue “N” symbol; moreover, for the relevant

families, it has been explicitly mentioned whether potential upgrades and

enhancements of Airspace Users Computer Flight Planning Systems and/or

aircraft capabilities are envisaged.

The indication whether each implementation project/initiative, according to its

geographical scope, should be co-funded through CEF Transport Calls for

Proposals or CEF Cohesion fund Calls for Proposals.

The full list of priorities is reported within Chapter 5.


23

3. Project view

With regard to the project view, on top of the detailed descriptions of the Programme

families addressing the full PCP, DP 2015 includes an updated view of the Level 4, which

encompasses the full list of all Implementation Projects awarded within the 2014 CEF

Transport Calls for Proposals, as well as the list of the implementation priorities

that need to be fulfilled in order to guarantee timely and synchronized

implementation of the PCP. A more in-depth description of the IPs is included within

Annex A of the Programme.

Accordingly, this chapter is structured as follows:

Overview of the first 4 levels of the PCP structure, re-organized in line with the

identification of the 44 families, while also including the Implementation Projects

awarded during CEF Transport Call 2014;

Detailed descriptions of all DP 2015 families;

Dedicated Work Breakdown Structures (WBS), as illustrated in Chapter 2,

encompassing both the projects awarded during CEF Transport Call 2014 and the

implementation initiatives not yet fully addressed (Gaps);

It is worth noting that the DP 2015 Gap Analysis, reported in detail Chapter 5, has been

further enhanced through the collection of additional monitoring data, provided by both

ground and air stakeholders, and through the direct coordination with the Network Manager.

In this respect, the SDM considers the results of this analysis as a living picture that will be

constantly updated and improved during the years.


24

3.1 AF #1– Extended AMAN and PBN in high density TMA

The following chart highlights all Families and Implementation projects (identified by their

Reference Number) related to the AF #1, divided in sub-AFs.

The following table encompasses the list of all projects related to the AF #1 that have been

awarded by 2014 CEF Transport Call. Further details for each Implementation Projects are

provided within Annex A.

Reference

Number Title

IP description

Page Number (Annex A)

007AF1 Performance Based Navigation (PBN) implementation in Vienna (LOWW)

3

013AF1 Implementation of RNP Approaches with Vertical Guidance at the Belgian civil aerodromes within the Brussels TMA

4

051AF1 Required Navigation Performance Approaches at CDG Airport with vertical guidance

5

060AF1 ENAIRE reference geographic database (Family 1.2.2) 6

061AF1a Required Navigation Performance Approach Implementation in Palma de Mallorca

7

065AF1 ENAV Geographic DB for Procedure Design 8

083AF1 AMAN extended to en-route 9

091AF1 Enhanced Terminal Airspace (TMA) using Required Navigation Performance based Operations

10

Family 1.2.5

Implement Advanced RNP routes below Flight Level 310

AF1Extended AMAN and PBN

in high density TMA

083AF1

104AF1

007AF1

013AF1

051AF1

061AF1a

060AF1

065AF1

091AF1

107AF1

119AF1

120AF1

S-AF 1.1

Arrival Management extended to en-route Airspace

S-AF1.2

Enhanced TMA using RNP-Based Operations

Family 1.1.1

Basic AMAN

Family 1.2.4RNP 1 operations in high

density TMAs (aircraft capabilities)

Family 1.1.2AMAN upgrade to include Extended Horizon function

Family 1.2.2 Geographic Database for

procedure design

Family 1.2.3 RNP 1 operations in high

density TMAs (ground capabilities)

Family 1.2.1RNP approaches with

vertical guidance


25

Reference Number

Title IP description Page Number

(Annex A)

104AF1 Lower Airspace optimization 11

107AF1 First phase of RNAV1 and RNP-APCH approaches Amsterdam Schiphol (EHAM)

12

119AF1 Manchester TMA Redevelopment 13

120AF1 London Airspace Management Programme (LAMP) 15

Table 2 – List of AF1 Implementation Projects (IPs)


26

Family 1.1.1 – Basic AMAN

Designator 1.1.1

Name Basic AMAN

Main Sub-AF Arrival Management extended to en-route Airspace

Description and Scope

Implement Basic AMAN to support traffic synchronization in high density TMAs.

Basic AMAN shall:

- improve sequencing and metering of arrival aircraft in selected TMAs and airports;

- continuously calculate arrival sequences and times for flights,

taking into account the locally defined landing rate, the required spacing for flights arriving to the runway and other criteria;

- provide automated sequencing support for the ATCOs

handling traffic arriving to an airport; and

- provide as a minimum simple Time To Lose / Time To Gain - TTL/TTG – information, optionally also more complex direct trajectory management solutions, such as “speed to be flown”.

If AMAN is already implemented, it might be necessary to upgrade

the functionality or consider replacement to meet the requirements and/or to prepare for the automatic coordination with adjacent ACCs as required for AMAN with extended horizon (see 1.1.2).

On-board capabilities (FMS) should support either/or Time to Lose

or Gain or Speed Advice. RTA functionality (Required Time of Arrival) could be one option to support on-board time management for metering and sequencing of arrival aircraft.

Retrofit FMS may be an option subject to a positive CBA.

Initial Operational Capability

Before 2014

Full Operational Capability

01/01/2020

References and guidance material

ATM Master Plan Level 2 (Dataset 14): TS-0102 (Baseline)

ATM Master Plan Level 3 (Edition 2015): Link to ATC07.1

EUROCONTROL - Arrival Manager - Implementation Guidelines and Lessons Learned; Edition:0.1 Edition Date: 17/12/2010

Concerned stakeholders

ANSPs

Geographical applicability

Commission Implementing Regulation (EU) No 716/2014

Synchronization Ex-ante synchronization requirements, to be further assessed at the

level of Local Implementation Projects. Integration with local ATM


27

systems necessary to process the flight plan and radar data. Therefore at least synchronization with local ATM-system required.

Regulatory Requirements


Industry Standards

None

Means of compliance and Certification or

community specifications

None

Interdependencies

Precision of AMAN planning will be improved once the airborne trajectory data is downlinked to ATM systems.

This future feature is part of AF6.

Relevance for CEF Transport and

Cohesion Fund Calls for Proposals 2015

High

Recommendation for the IPs

proposal

It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

5.1.1


28

The following chart reports the list of all implementation priorities towards the timely

implementation of the Pilot Common Project, including both awarded projects during 2014

CEF Transport Call and, if any, the results of the Gap Analysis.





H

M

L




Identified Gaps


Brussels National

Nice Cote d’Azur

Berlin Brandenburg Airport

Amsterdam Schiphol

Stockholm Arlanda

London Gatwick

N

1.1.1 Basic AMAN

H

Vienna Schwechat

Copenhagen Kastrup

Dusseldorf International

Dublin Airport

Palma de Mallorca San Juan

Istanbul Ataturk Airport

Manchester RingwayLondon Stansted

Identified GAPs

N


29

Family 1.1.2 – AMAN upgrade to include Extended Horizon function

Designator 1.1.2

Name AMAN upgrade to include Extended Horizon function

Main Sub-AF Arrival management extended to en-route airspace


Implementation of arrival management extended to en-route

airspaces at high density TMAs and its associated adjacent ACCs/UACs.

Arrival Management extended to en-route Airspace extends the AMAN horizon from the 100-120 nautical miles to 180-200 nautical

miles from the arrival airport. Traffic sequencing/metering may be conducted in the en-route before top-of-decent, thus allowing the aircraft operator to optimise the flight profile.

Extending the AMAN horizon may in many cases affect the airspace

design, and it is therefore essential that all stakeholders, including military authorities are consulted.

Air Traffic Control (ATC) services in the TMAs implementing AMAN operations shall coordinate with Air Traffic Services (ATS) units

responsible for adjacent en-route sectors. Arrival management information exchange (AMA) or other generic arrival message can be used. Where iSWIM functionality referred to in AF5 is available,

data exchange concerning Extended AMAN shall be implemented using SWIM services.

Input data to AMAN need to be provided by the most accurate trajectory prediction information available (including EFD, CPR,

etc.). Downlinked trajectory information as specified in AF6, where available, shall be used by the AMAN.

It should be noted that “AMAN upgrade to include Extended Horizon function” includes the following aspects:

- A sector receiving arrival messages must display information for the controller in order to facilitate that instructions are given to aircraft.

- A sector operating a “Basic AMAN” should be able to generate arrival messages to adjacent sectors providing instructions to aircraft outside its own sector.

- ATM systems must be upgraded in order to be able to generate, communicate, receive and display AMA messages.

- Bilateral agreements must be established between the sectors involved that very well can be in different ATC units and also in different countries. In some cases the Network

Manager should be informed. - Integration of departing traffic from airfields within the

extended horizon destined to arrive at the AMAN airfield.


01/01/2015


30


01/01/2024


ATM Master Plan Level 2 (Dataset 14): TS-0305, TS-0305-A

ATM Master Plan Level 3 (Edition 2015): Link to ATC15

IDP WP5.2

EUROCONTROL AMAN Information Extension to En Route Sectors - Concept of Operations; Edition 1.0; Edition date: 5/06/2009


ANSPs (operating each high density TMA and ANSPs operating associated and adjacent en-route ACCs/UACs, i.e. control centres responsible for ATS in any airspace that lies within the Extended

AMAN horizon range), NM, AU, Military Authority.


Any of the airports/TMAs listed in Commission Implementing

Regulation (EU) No 716/2014 + adjacent ACCs /UACs (the adjacent ACC may be operated by a different ANSP than the one operating the TMA).

Note: the Implementing rule does not specify the list of impacted ACCs/UACs.

Synchronization

When extending the AMAN horizon, synchronization must be made with all affected sectors. Airspace design and procedural changes

must be coordinated with military authorities. Synchronization is also needed to adjust/upgrade the ATM-systems of the adjacent ACC/UACs to process the arrival message provided by Extended

AMAN (SW-change, test, integration, and implementation).

Extending the AMAN horizon assumes that an AMAN is in place

(see Family 1.1.1). It is possible to implement both Family 1.1.1 and Family 1.1.2 at the same time.



Industry Standards None



None

Interdependencies

1.1.1 (Basic AMAN) is a facilitator

3.2.1 Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) 4.3.2 Reconciled Target Times for ATFCM and arrival sequencing

Relevance for CEF Transport and Cohesion Fund Calls for Proposals

2015

High

Recommendation for the IPs proposal

It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section 5.1.1


31




083AF1

104AF1


1.1.2 AMAN Upgrade to includeExtended Horizon function

H




H

M

L




Identified Gaps


Brussels National

Paris Charles De Gaulle

Nice Cote d’Azur

Munich Franz Josef Strauss


Milan Malpensa

Vienna Schwechat

Copenhagen Kastrup

Paris Orly

Frankfurt International


Dublin Airport

Amsterdam Schiphol

Madrid Barajas


Zurich Kloten

London Gatwick

Manchester Ringway

Rome Fiumicino

Oslo Gardermoen

Barcelona El Prat

Stockholm Arlanda


London Stansted

Identified GAPs

N

N

N


32

Family 1.2.1 – RNP APCH with vertical guidance

Designator 1.2.1

Name RNP APCH with vertical guidance

Main Sub-AF Enhanced Terminal Airspace using RNP-Based Operations


Implementation of environmental friendly procedures (noise and GHG emissions) for approach using PBN in high-density TMAs, as

specified in RNP APCH (Lateral Navigation/Vertical Navigation (LNAV/VNAV) and Localizer Performance with Vertical guidance (LPV) minima.

Required Navigation Performance (RNP) is a type of Performance Based Navigation (PBN) that allows an aircraft to fly a specific path between two 3D-defined points in space.

Implement approach procedures with vertical guidance APV/Baro

and/or APV/SBAS (as per ESSIP NAV10. For RNP APCH, the Lateral and Longitudinal Total System Error (TSE) shall be +/– 0,3 nautical mile for at least 95 % of flight time for the Final Approach Segment

and on-board performance monitoring, alerting capability and high integrity navigation databases are required.

RNP APCH capability requires inputs from Global Navigation Satellite System (GNSS).

Vertical Navigation in support of APV may be provided by GNSS

Satellite Based Augmentation System (SBAS), by barometric altitude sensors or by alternative technical performance based equivalent means particularly for State aircraft. Augmentation

data can also be provided through Ground Based Augmentation System (GBAS). Further industrialisation of SBAS & GBAS Cat 2/3 will be required.

Flight Crew training may be required for operational approval.

Note that from IDP APV national deployment includes actions to

- nav-aids rationalization / decommissioning plan

- national RNP approach deployment plan

- RNP Approaches Deployment

If mixed mode of operation (RNP APCH procedures together with

conventional APCH procedures) is offered, harmonized and best-practise procedures for non-equipped RNP-APCH aircraft across the PCP applicability area should be considered in order to

minimize controller workload, aircrew training burden and standardize airport controllers training.


Before 2014


01/01/2019


33


ATM Master Plan Level 2 (Dataset 14): AOM-0602 (Baseline), AOM-0604 (Baseline)

ATM Master Plan Level 3 (Edition 2015): Link to NAV10

NOP 2014-2018/2019.

ICAO Doc 9613 (PBN Manual) ICAO Manual on the use of PBN in Airspace Design (Doc 9992)

PANS OPS Doc 8168 ICAO RNP AR Manual Doc 9905


ANSP, Military authority, applicable airport, airspace users


Implementation projects will deliver “RNP approaches with vertical guidance” at all runway ends at the airports listed in Commission Implementing Regulation (EU) No 716/2014 (whenever it is not

already implemented). (Note that according to ICAO AR37.11, “RNP approaches with vertical guidance” shall be implemented at all IFR Runways).

Synchronization

There is the need to coordinate/synchronise efforts (operational procedures, ground infrastructure and aircraft capabilities)

between ANSPs and Airspace users to ensure the return of investment and/or the start of operational benefits. Coordination of deployment of PBN procedures is a local issue and must include

all affected parties (ANSPs, airports, AUs and military).



Technical requirement and operation procedures for Airspace design including procedure design (RMT.0445)

Provision of requirements in support of global PBN operations (RMT.0519)


Means of compliance and

Certification or community specifications

None

Interdependencies 1.2.2 Geographical database

3.2.1 Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct

Routings (DCTs) and Free Routing Airspace (FRA)

Relevance for CEF Transport and Cohesion Fund

Calls for Proposals 2015

High


proposal


5.1.1


34




Airspace Users’

Aircraft Capabilities

007AF1

013AF1

051AF1

1.2.1 RNP Approacheswith vertical guidance

H

061AF1a





H

M

L




Identified Gaps


Brussels National



Dublin Airport

Rome Fiumicino

Stockholm Arlanda

Vienna Schwechat

Copenhagen Kastrup



Milan Malpensa

Amsterdam Schiphol


London Gatwick

Manchester Ringway

Zurich Kloten

London Heathrow

London Stansted

Identified GAPs

N

N

N

N


35

Family 1.2.2 – Geographic Database for Procedure design

Designator 1.2.2

Name Geographic database for procedure design

Main Sub-AF Enhanced Terminal Airspace using RNP-Based Operations


Procurement/provision of geographic database to support procedure design including obstacle data as part of AIM

The availability of an up-to-date and quality assured geographic

database (including the obstacle items) of each TMA is a prerequisite to design new procedures such as RNP approaches.

Geographical databases could be used by AUs to validate

procedures with regards to performance for different aircraft types.

PBN is in most cases based upon procedures including geographical positions expressed in latitude and longitude and not

on radio beacons placed on ground, thus a geographical point will have a direct impact on safety and quality of navigation. A geographical point expressed in latitude and longitude can consist

of up to 19 characters and the highest risk of introducing errors is when humans are handling this kind of information manually. Procedures and functions must be in place to ensure that the full

chain from the originator of the information (land surveyor) to the database in the procedure design tools, the AIM databases and the on-board navigation databases is such that no errors are

introduced.

Implementation of support procedures and functions to detect errors is one component in order to maintain the origin of the data and the quality attributes, but also secure means for

communicating the geographical data is fundamental. Handling of latitude/longitude and other navigation data manually is not an option as the risk of introduction of errors is too high.

On-board aircraft geographical data is included in the navigation

database.


01/01/2014


01/01/2019


ICAO Annex 15 Chapter 10, ICAO Annex 4, ICAO Annex 14

ICAO Docs: 8168 Vol. II; 9906; 9888; 9613; 9905; 9997; 9992; 8697

Concerned Stakeholders

States (responsible for provision of AIM data).

Airport authorities (responsible for providing original geographical

data but actual measurements are often done by commercial companies).


36

Procedure designers (can be ANSPs, AIM providers and commercial companies).

AIM-providers (can be States, Military authorities, ANSPs and

commercial companies).


Implementation projects will deliver “geographic database for procedure design” at any of the airports listed in Commission Implementing Regulation (EU) No 716/2014 (whenever it is not

already implemented).

Synchronization Prerequisite for 1.2.1, 1.2.3 and 1.2.4.



Commission Regulation (EU) No 73/2010 (ADQ IR) as amended

by Commission Implementing Regulation (EU) No 1029/2014

Commission Regulation (EU) No 139/2014 laying down requirements and administrative procedures related to

aerodromes pursuant to Regulation (EC) No 216/2008

EASA Opinion 02/2015 “Technical Requirements and Operating procedures for the provision of data to Airspace Users for the

purpose of Air Navigation”

Industry Standards EUROCAE ED-76 (RTCA DO-200A)

Terrain Avoidance and Warning System (ETSO-C151B)



Technical requirements and operational procedures for the provision of data for airspace users for the purpose of air navigation (RMT.0593)

EASA AMC/GM 2014/012R

Data contained in the database shall represent necessary information for the design of instrument procedures in accordance with:

- ICAO Doc 8168 (PANS-OPS Vol. 1 & 2)

- ICAO Doc 9613 (PBN Manual)

Interdependencies Exchange of geographical data is included in AIM that is supposed to be a service within SWIM (AF5).



High


proposal


5.1.1.


37




Airspace Users’


060AF1

065AF1


1.2.2 Geographic Databasefor Procedure Design

H




H

M

L




Identified Gaps


Brussels National


Nice Cote d’Azur

Amsterdam Schiphol


London Gatwick

Vienna Schwechat

Copenhagen Kastrup

Paris Orly

Dublin Airport

Stockholm Arlanda

London Heathrow


Identified GAPs

N

N

N


38

Family 1.2.3 – RNP1 Operations in high density TMAs (ground capabilities)

Designator 1.2.3

Name RNP1 operations in high density TMAs (ground capabilities)

Main Sub-AF Enhanced Terminal Airspace using RNP Based Operations


Implementation of flexible and environmental friendly procedures

(noise and GHG emissions) for departure, arrival and initial approach using PBN/RNP in high density TMAs, as specified in RNP 1 specification with the use of the Radius to Fix (RF) path

terminator for SIDs, STARs and transitions where benefits are evident for noise exposure, emissions and/or flight efficiency.

Required Navigation Performance (RNP) is a type of Performance Based Navigation (PBN) that allows an aircraft to fly a specific path

between two 3D-defined points in space.

Enhance arrival/departure procedures in high-density TMAs to

include RNP 1 defined SIDs, STARs providing higher efficiency and transitions with the use of the Radius to Fix (RF) attachment where there are opportunities to enhance flight efficiency, reduce noise

exposure and/or emissions.

RNP 1 operations require the Lateral and Longitudinal Total System

Error (TSE) to, be within +/– 1 nautical mile for at least 95 % of flight time and on-board performance monitoring, alerting capability and high integrity navigation databases. RNP 1

capability requires inputs from Global Navigation Satellite System (GNSS).

To gain advantage of the new flexible RNP based procedures that is independent of ground infrastructure, requires redesign of TMA airspace. Consequently related ATM systems must be upgraded

that also includes safety nets like MTCD, STCA, CDT, CORA etc.

According to the EASA NPA, airports and ANSPs when

implementing RNP procedures must maintain a level of conventional navigation capabilities not to exclude any airspace user, i.e. accommodating non-PBN capable traffic. These mix

modes of operations (critical to accommodate some military flights conducted as GAT) requires special attention.

If mixed mode of operation (PBN/RNP procedures together with conventional procedures) is offered, harmonized and best-practise procedures for non-equipped PBN/RNP aircraft across the PCP

applicability area should be considered in order to minimize controller workload, aircrew training burden and standardize airport controllers training.

For consistency, PBN/RNP should be extended to en-route environment (ref Family 1.2.5) and covered by Extended AMAN

(ref Family 1.1.2). Implementation of PBN in TMA and in en-route should be coordinated in order to optimise resources and ensure consistency.


01/01/2015


39


01/01/2024


ATM Master Plan Level 2 (Dataset 14): AOM-0605; AOM-0603;

AOM-0602 (Baseline); AOM-0601 (Baseline).


ICAO Doc 9613 (PBN Manual)

ICAO Manual on the use of PBN in Airspace Design (Doc 9992)

PANS OPS Doc 8168

ICAO RNP AR Manual Doc 9905

EUROCONTROL European Airspace Concept Handbook for PBN Implementation; Edition 3.0.


Civil/Military ANSPs and airport operators


High density TMAs surrounding airports defined in the Commission Implementing Regulation (EU) No 716/2014

Synchronization

The deployment of PBN in high density TMAs shall be coordinated due to the potential network performance impact of delayed implementation in the airports referred to in the list. Coordination of deployment is a local issue and must include all affected parties

(ANSPs, airports, AUs and military).

From a technical perspective, the adjustment/upgrade of ATM systems and procedural changes shall be synchronized with civil

and military aircraft capabilities in order to ensure that the performance objectives are met. The synchronization of investments shall involve multiple airport operators ANSP and

airspace users.

1.2.3, 1.2.4 and 1.2.5 should be coordinated.






None

Interdependencies

Capability of ground systems and services should be synchronised with capability of aircraft and airspace users including military.

PBN operations require availability of quality assured and accurate geographical data. See AF1 1.2.2.

The implementation of PBN/RNP in High-Density TMAs should be coordinated with implementation of PBN/RNP in adjacent airspace

covered by Extended AMAN. See Families 1.1.2 and 1.2.5.



High


40


It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section 5.1.1.




091AF1

107AF1

119AF1

1.2.3 RNP1 operations in high densityTMAs (ground capabilities)

H

120AF1





H

M

L




Identified Gaps


Brussels National


Nice Cote d’Azur



Milan Malpensa

Vienna Schwechat

Copenhagen Kastrup

Paris Orly



Dublin Airport

Amsterdam Schiphol

Barcelona El Prat

Zurich Kloten

London Heathrow

London Stansted

Rome Fiumicino

Madrid Barajas

Stockholm Arlanda


London Gatwick

Identified GAPs

N

N

N


41

Family 1.2.4 – RNP1 operations in high density TMAs (aircraft capabilities)

Designator 1.2.4

Name RNP1 operations in high density TMAs (aircraft capabilities)

Main Sub-AF Enhanced Terminal Airspace using RNP Based Operations


Implementation of flexible and environmental friendly procedures (noise and GHG emissions) for departure, arrival and initial

approach using PBN/RNP in high density TMAs, as specified in RNP 1 specification with the use of the Radius to Fix (RF) path terminator for SIDs, STARs and transitions where benefits are

evident for noise exposure, emissions and/or flight efficiency.

Required Navigation Performance (RNP) is a type of Performance Based Navigation (PBN) that allows an aircraft to fly a specific path

between two 3D-defined points in space.

Enhance arrival/departure procedures in high-density TMAs to include RNP defined SIDs, STARs providing higher efficiency and transitions, and where benefits are evident with regards to noise

exposure, flight efficiency and/or capacity, with the use of the Radius to Fix (RF) attachment. Provision shall be made for non-equipped aircraft.

RNP 1 operations require the lateral and longitudinal Total System

Error (TSE) to, be within +/– 1 nautical mile for at least 95 % of flight time and on-board performance monitoring, alerting capability and high integrity navigation databases. RNP 1

capability requires inputs from Global Navigation Satellite System (GNSS).

Most new transport aircraft delivered today are PBN/RNP capable, but operational approval requires flight crew training and

qualification/authorisation. To gain expected benefits from PBN/RNP procedures, a certain level of equipage/compliance rate is required amongst the majority of aircraft operating in a TMA and

at an airport, subject to local considerations. Retrofitting of non RNP 1 capable aircraft might be required or incentivised, subject to positive CBA. For military aircraft,

compliance with RNP1 may also be based on alternative technical performance based equivalent means.


01/01/2015


01/01/2024


ATM Master Plan Level 2 (Dataset 14): AOM-0603; AOM-0605


ICAO Doc 9613 (PBN Manual)


Civil and military airspace users.


42


Airspace user operating in high density TMAs defined in the Commission Implementing Regulation (EU) No 716/2014 need to adjust aircraft and aircrew capabilities to use RNP 1 procedures.

Synchronization

The deployment of PBN in high density TMAs shall be coordinated due to the potential network performance impact of delayed implementation in the airports referred to in the list. Coordination of deployment of PBN procedures is a local issue and must include

all affected parties (ANSPs, airports, AUs and military).

From a technical perspective, the adjustment/upgrade of ATM systems and procedural changes shall be synchronized with aircraft capabilities in order to ensure that the performance

objectives are timely met. The synchronization of investments shall involve multiple airport operators ANSP and airspace users.



Provision of requirements in support of global PBN operations (RMT.0519)



Certification or community

specifications

None

Interdependencies

Capability of ground systems and services should be synchronised with capability of navigation satellites including an augmentation system as required by aircraft and airspace users including military.

PBN operations require availability of quality assured and accurate

geographical data. See AF1, 1.2.2.



High


proposal


5.1.1


43




Airspace Users’



Identified GAPs

1.2.4 RNP1 operations in high densityTMAs (aircraft capabilities)

H




H

M

L




Identified Gaps


N


44

Family 1.2.5 – Implement Advanced RNP routes below FL 310

Designator 1.2.5

Name Implement Advanced RNP routes below flight level 310

Main Sub-AF s-AF 1.2 Enhanced TMA using RNP-Based Operations


Connectivity between Free Route Airspace and TMAs through the

implementation of Advanced RNP routes below FL 310.

In case implementation of Free route is deemed not possible below

flight level 310, Advanced RNP routes implementation can be considered in those areas where it can provide increase of

capacity.

To implement Advanced RNP, ATM systems upgrades should be considered for conflict detection and management; and aircraft

and crew need to be Advanced RNP en-route capable. Aircraft capabilities may require upgrades either as retro-fit or forward fit. Retrofitting of non RNP capable aircraft might be

required or incentivised, subject to positive CBA. For military aircraft, compliance with RNP may also be based on alternative technical performance based equivalent means.

Aircraft flight management and guidance to Advanced RNP en- route functionality and associated airborne navigation data base is necessary to both this family and Family 1.2.3 and Family 1.2.4,

hence optimising benefits out the necessary investment. In a PBN/RNP environment, procedures shall be in place to handle non equipped aircraft.


01/01/2019


01/01/2024


ATM Master Plan Level 2 (Dataset 14): AOM-0604 (Baseline);

AOM-0603

ATM Master Plan Level 3 (Edition 2015): None

ICAO PANS ATM for RNAV/RNP, BTNAV AMC for advanced RNP

ICAO Doc 9613 (PBN Manual) ICAO Manual on the use of PBN in Airspace Design (Doc 9992) PANS OPS Doc 8168

ICAO RNP AR Manual Doc 9905


ANSP, Military, AUs, NM


Airspace connected to the 25 TMAs identified in AF1.

Synchronization

Implementation must be coordinated/synchronised between

ground (PBN routes, operational procedures and upgrade of ATM systems as necessary), NM and aircraft capabilities to ensure

optimum return of investment and realisation of operational benefits.


45






None

Interdependencies

1.1.2 AMAN upgrade to include Extended Horizon function

1.2.3 RNP 1 Operations in high density TMAs (ground capabilities)

1.2.4 RNP 1 Operations in high density TMAs (aircraft

capabilities)

3.2.1 Upgrade of ATM systems (NM, ANSPs, AUs) to support

Direct Routings (DCTs) and Free Routing Airspace (FRA)

3.2.4 Free Route Airspace

The implementation is subsequent to Family 1.2.3 and 1.2.4


2015

Medium




46




Airspace Users’



1.2.5 Implement Advanced RNP routes below flight level 310

M




H

M

L




Identified Gaps


Copenhagen Kastrup

Paris Orly

Dublin Airport

Rome Fiumicino

Madrid Barajas


Brussels National


Nice Cote d’Azur

Milan Malpensa

Oslo Gardermoen

Barcelona El Prat

Zurich Kloten

London Heathrow

London Stansted

Stockholm Arlanda


London Gatwick

Manchester Ringway

N

Identified GAPs

N

N

N


47

3.2 AF #2 – Airport Integration and Throughput



050AF2

057AF2a

108AF2

022AF2

030AF2

135AF2

033AF2

086AF2

109AF2

129AF2

136AF2

AF2Airport Integration and

Throughput

S-AF 2.3

Time Based Separation for Final Approach

Family 2.4.1

A-SMGCS Routing and Planning Functions

S-AF 2.5

Airport Safety Nets

S-AF 2.2

DMAN integrating Surface Management Constraints

S-AF 2.1

DMAN synchronized with Pre-departure sequencing

S-AF 2.4

Automated Assistance to Controller for Surface Movement Planning and Routing

035AF2 090AF2

018AF2

054AF2

064AF2

088AF2

092AF2

011AF2

025AF2

026AF2

031AF2

032AF2

024AF2 099AF2

023AF2

042AF2

115AF2

130AF2

058AF2a 137AF2

103AF2

094AF2 097AF2

008AF2

048AF2

049AF2

Family 2.1.1

Initial DMAN

Family 2.1.2

Electronic Flight Strips (EFS )

Family 2.1.4

Initial Airport Operational Plan (AOP)

Family 2.5.1Airport Safety Net

associated with A-SMGCS (level 2)

Family 2.5.2Implement aircraft and

vehicle systems contributing to Airport safety nets

Family 2.3.1

Time-based Separation (TBS)

Family 2.1.3

Basic A-CDM

Family 2.2.1

A-SMGCS Level 1&2

027AF2 087AF2

100AF2


48




Reference

Number Title

IP description Page Number

(Annex A)

008AF2 External Gateway System (EGS) implementation 16

011AF2 Collaborative Decision Management (CDM) fully implemented 17

018AF2 Enhancement of Airport Safety Nets for Brussels Airport (EBBR) 18

022AF2 Vehicle Tracking System (VTS) 19

023AF2 SMAN-Vehicle 20

024AF2 SAIGA 21

025AF2 TSAT to the Gate 22

026AF2 Evolutions CDM-CDG 23

027AF2 SMAN-Airport 24

030AF2 Equipment of ground vehicles to supply the A-SMGCS 25

031AF2 Data exchanges with the ANSP 26

032AF2 Data exchanges with the NMOC 27

033AF2 Data exchanges with COHOR 28

042AF2a A-SMGCS Düsseldorf 29

048AF2 SYSAT @CDG 30

049AF2 SYSAT @NCE 31

050AF2 SYSAT @ORY 32

054AF2 CDG 2020 Step 1 33

057AF2a Fulfilment of the prerequisite EFS for the PCP AF2 Sub Functionality: Airport Integration and Throughput [Phase A]

34

058AF2a Fulfilment of the prerequisite A-SMGCS 2for the PCP AF2 Sub Functionality: Airport Integration and Throughput [Phase A]

35

064AF2 ENAV Airport System upgrade 36

086AF2 A-CDM Extension 37

087AF2a Apron Controller Working Position 38

088AF2 Airport Safety Net: Mobile Detection of Air Crash Tenders 40

092AF2 Enhanced Departure Management integrating airfield surface assets 41

094AF2 Time-Based Separation for Final Approach 42

097AF2 Time Based Separation 43

099AF2 Initial Airport Operational Plan (AOP) 44

100AF2 Airport Safety Nets associated with A-SMGCS level 2 - Preparation for SMAN

45

103AF2 Standardization of A-SMGCS 46


49

Reference Number


(Annex A)

108AF2 Electronic Flight Strips at Schiphol TWR 47

109AF2 Airport CDM implementation Schiphol 48

115AF2 Renewal of the Surface Movement Radar (BORA) 49

129AF2 CDM-Orly 50

130AF2 BOREAL-Orly 51

135AF2 Ryanair RAAS Programme 52

136AF2 A-CDM Optimization 53

137AF2 Enhance of Airport Safety Nets at Stockholm Arlanda Airport 54



50

Family 2.1.1 – Initial DMAN

Designator 2.1.1

Name Initial DMAN

Main Sub-AF S-AF2.1: Departure Management Synchronized with Pre departure sequencing


Operational stakeholders involved in A-CDM shall jointly establish pre-departure sequences, taking into account agreed principles to be applied for specific reasons (such as runway holding time, slot adherence, departure routes, airspace user preferences, night

curfew, evacuation of stand/gate for arriving aircraft, adverse conditions including de-icing, actual taxi/runway capacity, current

constraints, inbound flights information, etc.).

Implement Basic Departure Management (DMAN) functionality to:

- ensure an efficient usage of the runway take off capacity by providing an optimum and context dependent queue at the holding points;

- improve the departure flows at airports;

- increase the predictability;

- calculate Target Take Off Times (TTOT) and the Target Start-

up Approval Times (TSAT) taking into account multiple constraints and preferences out of the A-CDM processes;

- provide a planned departure sequence;

- reduce queuing at holding point and distribute the information to various stakeholders at the airport.

Ref S-AF2.2 - The departure sequence at the runway shall be optimised according to the real traffic situation reflecting any relevant change off-gate or during taxi to the runway.

DMAN systems shall take account of variable and updated taxi times to calculate the TTOT and TSAT. Interfaces between DMAN

and A-SMGCS routing shall be developed.


Before 2014


01/01/2021


ATM Master Plan Level 2 (Dataset 14): TS-0202, AO-0602 (baseline)

ATM Master Plan Level 3 (Edition 2015): Link to AOP05

IDP WP3.1


Civil ANSPs, Military ANSPs (if applicable), AO, NM, AU


51


Geographical scope according to Annex 2.2.1/2.2.2 of Commission Implementing Regulation (EU) No 716/2014

Synchronization

From a technical perspective the deployment of targeted system and procedural changes shall be synchronised in order to ensure

that the performance objectives are met.

An integrated approach multi stakeholders, and multi Family of S-AF 2.1 can be made to reach the goal.



Industry Standards ED-141 Minimum Technical Specification for the Airport

Collaborative Decision Making (Airport-CDM) ED-145 Airport-CDM Interface Specification



ETSI EN 303 212 (CS on A-CDM)

Interdependencies

There are interdependencies within AF2 with 2.1.2 EFS, 2.1.3 A-CDM, 2.1.4 iAOP, 2.2.1 A-SMGCS level 1-2, and new family A-SMGCS Routing and Planning Functions. The sub-functionalities Departure Management Synchronized with Pre-departure

sequencing may be implemented independently from the other sub-functionalities.



High


proposal


5.1.1.


52





2.1.1 Initial DMAN

H




H

M

L




Identified Gaps


Copenhagen Kastrup

Paris Orly

Dublin Airport

Rome Fiumicino

Barcelona El Prat


Vienna Schwechat


Nice Cote d’Azur

Milan Malpensa

Amsterdam Schiphol


London StanstedLondon Gatwick

Manchester Ringway

N

Identified GAPs

N Berlin Brandenburg Airport


53

Family 2.1.2 – Electronic Flight Strips (EFS)

Designator 2.1.2

Name Electronic Flight Strips (EFS)

Main Sub-AF S-AF2.1: Departure Management Synchronised with Pre-departure sequencing


The operational context of Electronic Flight Strips (EFS) is the

automated assistance to tower controller and where appropriate also approach and ground controller as well as the automated information exchange within and between these units. The system

permits controllers to conduct screen to screen coordination within their unit and with “neighbouring” units in the process chain

reducing workload associated with coordination, integration and identification tasks. The system supports coordination dialogue between controllers and transfer of flights between units or

different locations within one unit (e.g. multiple Ground Control Towers at big airports), and facilitates early resolution of conflicts through automated coordination.

Ref. S-AF2.4

The flight data processing system shall be able to receive planned and cleared routes assigned to aircraft and vehicles and manage

the status of the route for all concerned aircraft and vehicles.

Ref. S-AF2.5

The controller working position shall allow the air traffic controller

to manage surface route trajectories.

Tower Runway Controller support tools shall provide the detection of Conflicting ATC Clearances and shall be performed by the ATC

system based on the knowledge of data such as the clearances given to mobiles by the Tower Runway Controller, the assigned runway and holding point. Working procedures shall ensure that

all clearances given to aircraft or vehicles are input in the ATC system by the controller on the Electronic Flight Strip (EFS).

ATCOs shall be alerted when mobiles deviate from ATC

instructions, procedures or route, potentially placing the mobile at risk. The introduction of Electronic Flight Strips (EFS) means that the instructions given by the ATCO are now available electronically

and shall be integrated with other data such as flight plan, surveillance, routing, published rules and procedures. The integration of this data shall allow the system to monitor the

information and when inconsistencies are detected, an alert is provided to the ATCO (e.g. No push-back approval).

Furthermore, Digital Flight Data Management Systems will help to

make consolidated flight data from different sources available to the controller and thus enhance situational awareness by indicating process steps and alerts in connection with AOP

functionalities.


54


Before 2014


01/01/2021


European ATM Master Plan Level 2 (Dataset 2014): None

European ATM Master Plan Level 3 (Edition 2015): Link to AOP12


Civil ANSPs, Military ANSPs (if applicable), AOs, AUs, NM



Synchronization

From a technical perspective the deployment of targeted system and procedural changes shall be synchronized in order to ensure that the performance objectives are met. This synchronization of

investments shall involve multiple airport operators and air navigation service providers. Furthermore synchronization during the related industrialization phase shall take place, in particular

among supply industry and standardization bodies






None

Interdependencies

S-AF2.2 Departure Management integrating Surface Management

Constraints

S-AF2.3 Time-based separation for final approach

S-AF2.4 Automated Assistance to Controller for Surface Movement

Planning and Routing

S-AF2.5 Airport Safety Nets


2015

High




55




008AF2




H

M

L




Identified Gaps

High Importance for Network Performance Improvement N


H

048AF2

049AF2


Dublin Airport

Madrid Barajas



Brussels National

Amsterdam Schiphol

Barcelona El Prat

Zurich Kloten

Identified GAPs

N

Paris Charles De GaulleCopenhagen Kastrup

Paris Orly Nice Cote d’Azur

050AF2

057AF2a

108AF2


56

Family 2.1.3 – Basic A-CDM

Designator 2.1.3

Name Basic A-CDM

Main Sub-AF S-AF2.1: Departure Management Synchronised with Pre departure sequencing


A-CDM is the concept, which aims at improving operational

efficiency at airports and improves their integration into the Air Traffic Flow and Capacity Management (ATFCM) by increasing information sharing and improving cooperation between all

relevant stakeholders (local ANSP, airport operator, aircraft operators, NM, other airport service providers).

The Airport CDM concept is built on the following elements:

- The foundations for Airport CDM are Information Sharing and the Milestone Approach. They consist in collaborative

information sharing and monitoring of the progress of a flight from the initial planning to the take-off. Those two elements allow the airport partners to achieve a common situational

awareness and predict the forthcoming events for each flight.

- Variable Taxi Time Calculation, Collaborative Pre-Departure Sequencing and CDM in Adverse Conditions allow the airport

partners to further improve the local management of airport operations, whatever the situation at the airport.

An Initial Airport Operations Centre could be implemented to

support these elements and reinforce the collaborative decision making process with all stakeholders. The Initial Airport Operations Centre assesses the global performance of the airport,

and facilitates the Demand and Capacity Balancing monitoring.

Once A-CDM has been implemented locally, the link with the ATMN can be strengthened through the exchange of flight update

messages between the CDM airport and the NM. This last building block of the A-CDM concept facilitates the flow and capacity management, helps reduce uncertainty and increases efficiency at

the network level. Systems addressing adverse conditions management could be implemented to improve airport resilience.


Before 2014


01/01/2021


ATM Master Plan Level 2 (Dataset 14): AO-0501; AO-0601, AO-0602 (Baseline)

ATM Master Plan Level 3 (Edition 2015): Link to AOP05, FCM01

IDP WP3.1 and IDP WP 3.2


Civil ANSPs, Military ANSPs (if applicable), AO, NM, AU


57



Synchronization

Operational stakeholders involved in A-CDM shall jointly establish

pre-departure sequences, taking into account agreed principles to be applied for specific reasons (such as runway holding time, slot adherence, departure routes, airspace user preferences, night

curfew, evacuation of stand/gate for arriving aircraft, adverse conditions including de-icing, actual taxi/runway capacity, current constraints, inbound flight information.). The deployment of

Airport Integration and Throughput functionality shall be coordinated due to the potential network performance impact of delayed implementation in the targeted airports. From a technical

perspective the deployment of targeted system and procedural changes shall be synchronized in order to ensure that the performance objectives are met. This synchronization of

investments shall involve multiple airport operators and air navigation service providers. Furthermore, synchronization during the related industrialization phase shall take place, in particular

among supply industry and standardization bodies.

The concept of A-CDM constitutes the basis for airports to establish predictability in processes related to aircraft turn-around and as

such feeds the AOP with essential and critical information concerning capacity issues as well as availability. This information is integrated in the NOP (ref. S-AF4.2 Collaborative NOP).

An integrated approach multi stakeholders, and multi Family of S-AF 2.1 can be made to reach the goal.



Industry Standards

ED-141 Minimum Technical Specification for the Airport Collaborative Decision Making (Airport-CDM)

ED-145 Airport-CDM Interface Specification

ED-146 Guidelines for Test and Validation related to A-CDM interoperability

EUROCONTROL Airport CDM Implementation Manual Version 4

ICAO Doc 9971AN/485 (Manual on CDM)



Communication 2010/C 168/04 A-CDM Community Specification

(ETSI EN 303 212 V1.1.1)

Interdependencies

Interdependencies exist between 2.1.3 A-CDM and S-AF4.2: Collaborative NOP (4.2.4AOP/NOP Information Sharing). Within S-

AF2.1 dependencies is expected with 2.1.1 Initial DMAN, 2.1.4 Initial AOP and 2.1.2 EFS, and could be expected between S-AF2.2 2.2.1 A-SMGCS L1-2 and AF2.4 2.4.1 A-SMGCS Routing and

planning functions


58



High


proposal


5.1.1.




011AF2

025AF2

026AF2

2.1.3 Basic A-CDM

H

031AF2

032AF2




H

M

L




Identified Gaps


033AF2

086AF2

109AF2

129AF2

136AF2


Paris Orly


Milan Malpensa

Amsterdam Schiphol



Vienna Schwechat

Nice Cote d’Azur

Dublin Airport

Rome Fiumicino

Barcelona El Prat

Stockholm Arlanda

Manchester RingwayLondon Stansted N

Airspace Users’ Computer Flight Planning Systems

Identified GAPs



59

Family 2.1.4 – Initial Airport Operational Plan (AOP)

Designator 2.1.4

Name Initial Airport Operational Plan (AOP)

Main Sub-AF S-AF2.1: Departure Management Synchronised with Pre departure sequencing


The Airport element that reflects the operational status of the

Airport and therefore facilitates Demand and Capacity Balancing is the Airport Operations Plan (AOP). The AOP connects the relevant stakeholders, notably the Airspace Users’ Flight Operations Centre

(FOC). It contains data and information relating to the different status of planning phases and is in the format of a rolling plan,

which naturally evolves over time.

The AOP is a single, common and collaboratively agreed rolling plan available to all airport stakeholders whose purpose is to

provide common situational awareness and to form the basis upon which stakeholder decisions relating to process optimization can be made.

The AOP contains elements such as KPI, which allow monitoring and assessing the performance of ACDM operations. Most of the data involved in the AOP implementation is currently shared

among local stakeholders and where available, through the A-CDM process.

The AOP/NOP collaboration covers different sets of data (see SESAR JU's documentation ANNEX E/OSED OFA 05.01.01 V3.

Different types of data have been identified:

1. Airport data exclusively used at local level (AOP only) 2. Airport data sent to the NOP (AOP => NOP) 3. NOP Data sent to AOP (NOP => AOP)

The iAOP is the local part of the AOP (part 1 & 2) which refers to

the local application not necessarily linked with the NOP it contains data which is not coming from the NOP (part 1), then progressively all data (part 2) described in the output of SESAR

JU see OFA … , toward part 3 according to the synchronization with NOP.

For the connection to the NOP, synchronization with AF4 "interactive Rolling NOP" is needed. The connection itself shall be

established through Family 4.2.4 "AOP/NOP information sharing".

There are strong interdependencies with S-AF4.2 Collaborative NOP as well as with S-AF5.5 Cooperative Network Information Exchange.

The ATM stakeholders’ planning processes and working methods are included in the AOP. The initial AOP is partly integrated in the NOP which provides a rolling picture of the network situation used

by stakeholders to prepare their plans and their inputs to the network CDM processes (e.g. negotiation of airspace


60

configurations). NM Information will be freely exchanged by Operational stakeholders by means of defined cooperative network

information services, using the yellow SWIM TI Profile.


Before 2014


01/01/2021


ATM Master Plan Level 2 (Dataset 14): AO-0801-A ATM Master Plan Level 3 (Edition 2015): Link to AOP11


Civil ANSPs, Military ANSPs (when applicable e.g. Brussels Zaventem, Palma De Mallorca), AO, NM, AU


Geographical scope is understood according to Annex 2.2.1/2.2.2 of Commission Implementing Regulation (EU) No 716/2014

Synchronization

The deployment of Network Collaborative Management

functionality shall be coordinated and synchronized with the AOP due to the potential network performance impact of delayed implementation. The synchronization of investments shall involve

multiple air navigation service providers, airports and the Network Manager.

The concept of A-CDM constitutes the basis for airports to establish

predictability in processes related to aircraft turn-around and as such feeds the AOP with essential and critical information concerning capacity issues as well as availability. This information

is integrated in the NOP (ref. S-AF4.2 Collaborative NOP). Multi stakeholder project: Airport Operator, ANSP, Airlines, NM,

and others.






ETSI EN 303 212 (CS on A-CDM)

Interdependencies

S-AF2.1: 2.1.1 Initial DMAN, 2.1.3 Basic A-CDM

S-AF4.2: Collaborative NOP (4.2.4 AOP/NOP Information Sharing) S-AF5.5: Cooperative Network Information Exchange (5.5.1 Interface and data Requirements of AF4 NOP)


2015

Medium




61





Brussels National


Nice Cote d’Azur



Milan Malpensa

Vienna Schwechat

Copenhagen Kastrup

Paris Orly



Dublin Airport

Amsterdam Schiphol

Madrid Barajas


Zurich Kloten

London Heathrow

Rome Fiumicino

Oslo Gardermoen

Barcelona El Prat

Stockholm Arlanda


024AF2

099AF2





H

M

L




Identified Gaps


Identified GAPs


M

Manchester Ringway

N

N

N


62

Family 2.2.1 – A-SMGCS level 1&2

Designator 2.2.1

Name A-SMGCS level 1 & 2

Main Sub-AF S-AF 2.2: DMAN Integrating Surface Management Constraints


Advanced Surface Movement Guidance and Control System (A-

SMGCS) is a system providing aerodrome surveillance as well as routing and guidance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all

weather conditions within the aerodrome visibility operational level (AVOL) while maintaining the required level of safety.

A-SMGCS level 1 provides ATC with the position and identity of: - All relevant aircraft within the movement area;

- All relevant vehicles within the manoeuvring area.

Traffic will be controlled through the use of appropriate procedures

allowing the issuance of information and clearances to traffic on the basis of A-SMGCS level 1 surveillance data.

A-SMGCS level 2 is a level 1 system complemented by the A-SMGCS function to detect potential conflicts on runways, taxiways and intrusions into restricted areas and provide the controllers with

appropriate alerts.

A-SMGCS integrates all surface information sources enhancing

situational awareness.

A-SMGCS level 1 is a prerequisite for A-SMGCS level 2.

Ref S-AF2.2 - DMAN Integrating Surface Management Constraints: DMAN systems shall take account of variable and updated taxi

times from A-SMGCS to calculate the TTOT and TSAT. Interfaces between DMAN and A-SMGCS routing shall be developed.

Ref S-AF2.4 - A-SMGCS Routing and Planning Function shall provide an optimized taxi-route and improve predictability of take-off times by monitoring of real surface traffic (Family 2.2.1) and

by considering updated taxi times in departure management.

Ref S-AF2.5 - Airport Conformance Monitoring shall integrate A-

SMGCS Surveillance data (Family 2.2.1), Surface Movement Routing and Planning (Family 2.4.1) and controller routing clearances.

A-SMGCS shall include the advanced routing and planning function referred to in Sub AF 2.4 to enable conformance monitoring alerts.

A-SMGCS shall include a function to generate and distribute the appropriate alerts. These alerts shall be implemented as an

additional layer on top of the existing A-SMGCS level 2 alerts and not as a replacement for them.

The departure sequence at the runway shall be optimized according to the real traffic situation reflecting any change off-gate or during taxi to the runway. A-SMGCS shall provide optimized

taxi-time and improve predictability of take-off times by monitoring of real surface traffic and by considering updated taxi times in departure management regardless of meteorological or

other impacting conditions.


63


Before 2014


01/01/2021


ATM Master Plan Level 2 (Dataset 14): AO-0205

ATM Master Plan Level 3 (Edition 2015): Link to AOP4.1, AOP4.2

ICAO Doc 9830 AN/452 (A-SMGCS Manual, First Edition)


Civil ANSPs, Military ANSPs (if applicable), AO, AU


Geographical scope according to Annex 2.2.1/2.2.2of Commission Implementing Regulation (EU) No 716/2014

Synchronization



Industry Standards ED-87C MASPS for Advanced Surface Movement Guidance and

Control Systems (A-SMGCS) – Levels 1 and 2



ETSI EN 303 213-1 (CS on A-SMGCS System Level 1)


Interdependencies S-AF 2.4 and S-AF 2.5, S-AF 2.1


2015

High


It is recommended to take into consideration the results of Gap

Analysis, as reported in the following Chart and within section 5.1.1.


64




Copenhagen Kastrup

Paris Orly


Milan Malpensa

Barcelona El Prat

Stockholm Arlanda

Vienna Schwechat


Nice Cote d’Azur

Dublin Airport

Rome Fiumicino

Madrid Barajas

London Heathrow

Manchester Ringway






H

M

L




Identified Gaps


023AF2

042AF2

058AF2a

Identified GAPs


H

103AF2

115AF2

130AF2

137AF2


N

N

Amsterdam Schiphol


65

Family 2.3.1 – Time-based Separation (TBS)

Designator 2.3.1

Name Time-based Separation (TBS)

Main Sub-AF S-AF2.3 Time-based Separation


Time-Based Separation (TBS) consists in the separation of aircraft in sequence on the approach to a runway using time intervals instead of distances. It may be applied during final approach by

allowing equivalent distance information to be displayed to the controller taking account of prevailing wind conditions. Radar

separation minima and Wake Turbulence Separation parameters shall be integrated in a TBS support tool providing guidance to the air traffic controller to enable time-based spacing of aircraft during

final approach that considers the effect of the headwind. The TBS support tool shall integrate an automatic monitoring and alerting of separation infringement safety net.

The objective is to recover loss in airport arrival capacity currently experienced in headwind conditions on final approach under distance-based wake turbulence radar separation rules. By using

time-based parameters, this loss is mitigated, having a positive effect on runway throughput and runway queuing delays. Minimum radar separation is not affected.

Whilst TBS operations are not exclusive to a headwind on final approach, the current deployment proposal is specifically targeted at realizing the potential capacity benefits in these currently

constraining conditions.

Radar separation minimum and new wake-vortex separation standards (such as RECAT) shall be integrated in the Time Based

Separation support tool that provide guidance to the controller to achieve the time proposed spacing to counter the effect of the headwind.


01/01/2015


01/01/2024


ATM Master Plan Level 2 (Dataset 14): AO-0303



Civil ANSPs, Military ANSPs (if applicable), AU



Synchronization From a technical perspective the deployment of targeted system and procedural changes shall be synchronized in order to ensure


66

that the performance objectives are met. This synchronization of investments shall involve multiple airport operators and air

navigation service providers. Furthermore synchronization during the related industrialization phase shall take place, in particular among supply industry and standardization bodies.






None

Interdependencies Interdependencies with 2.5.1 Airport Safety Nets



High


proposal


5.1.1.


67




Copenhagen Kastrup



Milan Malpensa

Amsterdam Schiphol

Madrid Barajas

Vienna Schwechat

Paris Orly


Dublin Airport

Rome Fiumicino

Oslo Gardermoen

Istanbul Ataturk AirportZurich Kloten

London Gatwick




H

M

L




Identified Gaps


094AF2

097AF2


Identified GAPs


H

N

NManchester Ringway


68

Family 2.4.1 – A-SMGCS Routing and Planning Functions

Designator 2.4.1

Name A-SMGCS Routing and Planning Functions

Main Sub-AF S-AF2.4 Automated Assistance to Controller for Surface Movement Planning and Routing


Advanced Surface Movement Guidance and Control System (A-

SMGCS) is a system providing aerodrome surveillance as well as routing and guidance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all

weather conditions within the aerodrome visibility operational level (AVOL) while maintaining the required level of safety.

A-SMGCS Routing and Planning Functions provide ATC with: - Optimised route designation for each aircraft or vehicle within

the movement area;

- The detection of all route conflicts on the movement area as

well as improved routing and planning for use by controllers.

Traffic will be controlled through the use of appropriate procedures

allowing the issuance of information and clearances to traffic.

A-SMGCS level 1 is a prerequisite to A-SMGCS Routing and

Planning Functions. A-SMGCS Routing and Planning Functions integrate all surface information sources, enhance situational awareness and provide the controllers with appropriate alerts.

A-SMGCS Routing and Planning functions will be accessible by a controller working position equipped with EFS (Family 2.1.2) on

which the controller can both increase his situation awareness getting information such as route changes, runway changes, routes closed for maintenance, detection of route conflict and

perform orders to update the routes, as well as defining route constraints in low visibility operational level.”

Ref S-AF2.4 - Advanced Surface Movement Guidance and Control Systems (A-SMGCS) shall provide optimized taxi-time and improve predictability of take-off times by monitoring of real

surface traffic and by considering updated taxi times in departure management. The routing and planning function shall calculate the most operationally relevant route as free as possible of conflicts

which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement.

Ref S-AF2.5 - Airport Conformance Monitoring shall integrate A-SMGCS Surface Movement Routing, surveillance data and controller routing clearances. A-SMGCS shall include the advanced

routing and planning function referred to in 2.1.4 to enable conformance monitoring alerts. A-SMGCS shall include a function to generate and distribute the appropriate alerts. These alerts shall

be implemented as an additional layer on top of the existing A-SMGCS level 2 alerts and not as a replacement for them. "

The implementation of 2.5.2 “Implement vehicle and aircraft systems contributing to airport safety nets” shall contribute to the Routing and Planning functions of A-SMGCS.


69


01/01/2016


01/01/2024


ATM Master Plan Level 2 (Dataset 14): AO-0205, TS-0202, TS-0203



Civil ANSPs, Military ANSPs (if applicable), Airport Operators, Aircraft Operators.



Synchronization

A-SMGCS systems shall take into account A-CDM, DMAN, initial AMAN, AMAN and EFS information. Interfaces between DMAN and A-SMGCS Routing and Planning

Functions shall be developed. DMAN integrating A-SMGCS constraints using a digital system, such as Electronic flight Strips (EFS) with an advanced A-SMGCS

routing function shall be integrated into flight processing systems for departure sequencing and routing computation.



Industry Standards ED-87C MASPS for Advanced Surface Movement Guidance and


Means of

compliance and Certification or community

specifications



Interdependencies S-AF 2.2, S-AF 2.5, S-AF2.1


2015

Medium





70




027AF2

87AF2a


2.4.1 A-SMGCS Routingand Planning Functions

M

London Stansted

London Gatwick


Nice Cote d’Azur



Milan Malpensa

Vienna Schwechat

Paris Orly



Dublin Airport

Amsterdam Schiphol

Madrid Barajas


Zurich Kloten

London Heathrow

Rome Fiumicino

Oslo Gardermoen

Barcelona El Prat

Stockholm Arlanda





H

M

L




Identified Gaps


Manchester RingwayN

N

N

Copenhagen Kastrup

Identified GAPs


71

Family 2.5.1 – Airport Safety Nets associated with A-SMGCS level 2

Designator 2.5.1

Name Airport Safety Nets associated with A-SMGCS level 2

Main Sub-AF S-AF 2.5 Airport Safety Nets


Airport safety nets consist of the detection and alerting of

conflicting ATC clearances to aircraft and deviation of vehicles and aircraft from their instructions, procedures or routing which may potentially put the vehicles and aircraft at risk of a collision.

The scope of this sub-functionality includes the Runway and

Airfield Surface Movement area. ATC support tools at the aerodrome shall provide the detection of Conflicting ATC Clearances as well as deviations from ATC instructions, procedures

or routes and shall be performed by the ATC system based on the knowledge of data including the clearances given to aircraft and vehicles by the air traffic controller, the assigned runway and

holding point. The air traffic controller shall input all clearances given to aircraft or vehicles into the ATC system using a digital system, such as the EFS. Different types of conflicting clearances

shall be identified (for example Line-Up vs. Take-Off). Some may only be based on the air traffic controller input; others may in addition use other data such as A-SMGCS surveillance data.

Airport Safety Nets tools shall alert air traffic controllers when aircraft and vehicles deviate from ATC instructions, procedures or

routes. The detection of Conflicting ATC Clearances shall aim to provide an early prediction of situations that if not corrected would end up in hazardous situations that would be detected in turn by

the runway incursion monitoring system (RIMS) if in operation.

Airport Safety Nets tools could be linked to equipment for vehicle

drivers to improve situational awareness, reduce the risks of runway incursion, runway and taxiway confusions and thus contribute to the overall airport safety net for high-density airports


Before 2014


01/01/2021


ATM Master Plan Level 2 (Dataset 14): AO-0104-A



Civil ANSPs, Military ANSPs (if applicable), AO, AU


Geographical scope according to Annex 2.2.1/2.2.2of Commission

Implementing Regulation (EU) No 716/2014

Synchronization Ref. 2.2.1 A-SMGCS level 1-2, 2.1.2 EFS


72



Industry Standards ED-87 C MASPS for Advanced Surface Movement Guidance and






Interdependencies

The implementation of the sub-functionality Airport Safety Nets

requires the availability of the sub-functionality S-AF2.4 “Automated assistance to controllers for surface movement planning and routing (A-SMGCS level 2+)”.

Ref. 2.2.1 A-SMGCS level 1-2, and 2.1.2 EFS



High


It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section 5.1.1. Multi stakeholder project proposals are preferred


73




018AF2

054AF2

2.5.1 Airport Safety Netassociated with A-SMGCS (Level 2)

H

088AF2

092AF2

100AF2




Nice Cote d’Azur



Milan Malpensa

Vienna Schwechat

Paris Orly



Dublin Airport

Amsterdam Schiphol

Madrid Barajas


Zurich Kloten

London Heathrow

Rome Fiumicino

Oslo Gardermoen

Barcelona El Prat

Stockholm Arlanda





H

M

L




Identified Gaps


Manchester Ringway

Identified GAPs

N

N

N

064AF2


74

Family 2.5.2 – Implement vehicle and aircraft systems contributing to

Airport Safety Nets

Designator 2.5.2

Name Implement vehicle and aircraft systems contributing to Airport Safety Nets

Main Sub-AF S-AF 2.5 Airport Safety Nets


This family represents an enabler and a facilitator to the safety-

focused PCP deployment. The objective is to equip ‘aircraft’ and ‘vehicles’ operating in the manoeuvring area of airports’ with safety related systems to improve situational awareness, reduce

the risks of runway incursion, runway confusion and runway excursions and thus contribute to the overall airport safety net for high-density airports.

Airport safety nets consist of the detection and alerting of conflicting ATC clearances to aircraft and deviation of vehicles and

aircraft from their instructions, procedures or routing which may potentially put the vehicles and aircraft at risk of a collision.

The scope of this family/FT includes:

- aircraft technology in the scope of avionic or electronic flight bag based systems with the objective to conclude the ground based airport safety net with specific airborne systems and

technology;

- ground transponder, on-board vehicles displays including on-

board vehicles safety nets with the objective to support the ground based airport safety net with specific vehicle systems and technology.

This leads to an improved situational awareness and thus improves the quality of the overall safety net. The main benefit is related to

the increase of runway usage awareness, and consequently an increase of runway safety and of the whole airport manoeuvring area. On-board ‘aircraft and vehicle’ ‘systems and technology’ uses

airport data coupled with on-board aircraft sensors to monitor the movement of aircraft and vehicles on the airport surface and provide relevant information to the drivers, the flight crew and the

ATC. The on-board aircraft and vehicle systems detect potential and actual risk of collision with other traffic on the manoeuvring area and provide the drivers and the flight crew with the

appropriate alert.

An aircraft on-board airport safety net will improve safety in

runway operations, mostly at airports where no safety net is provided to controllers.

It should be noted that not all vehicles may need to be equipped. For instance during snow removal, it would probably be enough to only equip the lead and end vehicle.


Before 2014


01/01/2021


75


ATM Master Plan Level 2 (Dataset 14): AO-0104-A

ATM Master Plan Level 3 (Edition 2015): Link to AOP04.1


Civil ANSPs, Military ANSPs (if applicable), Airport Operators,

Aircraft Operators



Synchronization

Vehicle systems contributing to airport safety nets systems shall

take account of A-SMGCS level 1 and level 2 systems.

Vehicle systems contributing to airport safety nets systems shall

take account of (NEW FAMILY) 2.4.1 A-SMGCS Routing and Planning Functions.

Vehicle systems contributing to airport safety nets shall take account of A-SMGCS constraints using a digital system, such as Electronic flight Strips (EFS).

There exists a risk of delay for the aircraft part in case timely industrialisation of on-board equipment related to SURF-IA and

Take-off Monitoring/ Take-off Securing function is not taking place.






None

Interdependencies S-AF 2.2, S-AF 2.4



High


It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section 5.1.1. Multi Stakeholder project.


76





Brussels National


Nice Cote d’Azur



Milan Malpensa

Vienna Schwechat

Copenhagen Kastrup

Paris Orly



Dublin Airport

Oslo Gardermoen

Barcelona El Prat

Stockholm Arlanda


London Gatwick

Rome Fiumicino

Oslo Madrid Barajas


Zurich Kloten

London Heathrow




H

M

L




Identified Gaps


022AF2

135AF2

Identified GAPs

2.5.2 Implement aircraftand vehicle systems contributing

to Airport Safety Nets

H

N

N

N

030AF2

135AF2


Amsterdam Schiphol


77

3.3 AF #3 – Flexible ASM and Free Route






Reference

Number Title

IP description

Page Number (Annex A)

004AF3 AZA Traffic Flow Restriction (TFR) – LIDO planning system 55

005AF3 AZA Free Flight – Direct Optimization 56

015AF3 LARA integration in CANAC 2 57

020AF3 Borealis Free Route Airspace (Part 1) 58

053AF3 4-Flight deployment in DSNA pilot ACCs 59

056AF3 ASM tool Implementation 60

063AF3 ENAV implementation of Free Route 61

080AF3 ASM and A-FUA implementation 62

081AF3 NM DCT/FRA Implementation and support 63

095AF3 Implementation of FRA in Greece 64

102AF3 Free route airspace from the Black Forest to the Black Sea 65

122AF3 Family 3.1.1 NAV Portugal - Initial ASM tool to support AFUA 67

131AF3 1st part of the upgrade of the P_21 PEGASUS system to SESAR functionalities - Test and Validation Platform

68


AF3

Flexible ASM and Free Route

Family 3.1.1(Initial) ASM Tool to support AFUA

Family 3.1.3Full rolling ASM/ATFCM

process and ASM information sharing

Family 3.1.2ASM management of

real time data

Family 3.1.4Management of Dynamic Airspace Configurations

S-AF3.2

Free Route

056AF3 122AF3 015AF3 004AF3

005AF3

053AF3

081AF3

131AF3

020AF3

063AF3

095AF3

S-AF 3.1

ASM and Advanced FUA

Family 3.2.3Implement Published Direct Routings (DCTs)

102AF3

Family 3.2.4Implement

Free Route Airspace

Family 3.2.1Upgrade of ATM systems (NM, ANSPs, Aus) to support Direct

Routings (DCTs) and Free Route Airspace (FRA)

080AF3


78

Family 3.1.1 – (Initial) ASM tool to support AFUA

Designator 3.1.1

Name (Initial) ASM tool to support AFUA

Main Sub-AF s-AF 3.1 Airspace Management and Advanced Flexible Use of Airspace


Deployment of automated ASM civil-military co-ordination systems and their interoperability with NM systems.

Automated ASM support system shall: - improve airspace management processes including time

horizon specifications by providing mutual visibility on civil and military requirements;

- Support a flexible airspace planning according to ANSPs and

airspace user requirements; - Address the strategic/long term, pre-tactical and tactical

planning;

- Be compatible for real time airspace status requirements - Be interoperable with NM systems using AIXM 5.1;


Before 2014


01/01/2019


ATM Master Plan Level 2 (Dataset 14): AOM-0202 (Baseline)

ATM Master Plan Level 3 (Edition 2015): Link to AOM1

NSP: SO 3/2 and SO 3/3

IDP: SWP 2.1.1

Network Manager – ERNIP Part 3 - Handbook for Airspace Management - Guidelines for Airspace Management - Edition Nov-2014

LARA Local and sub-Regional Airspace Management Support

System: edition 23/01/2015


NM, Civil and Military ANSPs, National AMCs.


EU

Synchronization Synchronisation between NM , National AMCs, Military AUs and Civil-Military ANSPs is required



Commission Regulation (EC)No 2150/2005

Commission Regulation (EU) No 677/2011, as amended by Commission Implementing Regulation (EU) No 970/2014



79



Communication 2009/C 2196/05 Community Specifications for the application of the Flexible Use of Airspace (FUA)

Interdependencies

Prerequisite for: Fam. 3.1.2 ASM management of real time airspace data

Fam. 3.1.3. Full rolling ASM/ATFCM process and ASM information sharing

Interdependency with:

S-AF5.3 Aeronautical information exchange S-AF 5.5 Cooperative Network Information Exchange



High


This family covers the pre-requisite for 3.1.2 and 3.1.3.




80




056AF3

3.1.1 (Initial)ASM Tool to support AFUA

H

122AF3


Sweden

Croatia

Czech Republic

Finland

Germany

Hungary

Italy

Austria

Cyprus

Denmark

France

Greece

Ireland

Lithuania

Malta

Slovak Republic

Spain

Latvia

Luxembourg

MUAC

Poland

Slovenia




H

M

L




Identified Gaps


Identified GAPs

N

N

N

N

N

Netherlands



81

Family 3.1.2 – ASM Management of real time airspace data

Designator 3.1.2

Name ASM management of real time airspace data



The airspace management (ASM) is enhanced by automated exchange services of ASM data during the tactical execution phases continuously in real time. ASM information (real-time ARES

status) are shared between ASM systems, civil and military ATS units/systems and communicated to NM in the tactical and

execution phases. This data, consisting of pre-notification of activation, notification of activation, de-activation, modification and release , is collected, saved, processed, is exchanged between

ASM stakeholders and made available by the NM system to ATM actors and all airspace users not involved in ASM process but concerned by this data.

The scope of this family encompasses:

- System changes for exchange of real time airspace status data

and integration of ASM data into ANSPs ATM system where required.

- Full real time airspace status updates and integration of ASM

data into ANSPs ATM system where required, in order to take early advantage of possible opportunities and/or to increase awareness of real-time airspace situation

- Deployment of Variable Profiles Areas (VPA) - Interoperability with NM systems and between ASM systems


01/01/2017


01/01/2022


ATM Master Plan Level 2 (Dataset 14): AOM-0202-A



IDP: SWP 2.1.1

DIRECTIONS OF WORK FOR ENHANCING THE ASM/ATFCM/ATS PROCESSES IN THE SHORT TO MEDIUM TERM 2012-2017; Edition 1.0 Edition Date 14/11/11


NM, Civil and Military ANSPs, National AMCs, Military


EU

Synchronization Synchronisation between NM , National AMCs, Military AUs and Civil-Military ANSPs is required


82



Commission Regulation (EC) No 2150/2005






Interdependencies

Pre-requisite for this family is family 3.1.1 - (Initial) ASM tool to support AFUA Other dependencies: Family 3.1.3 - Full rolling ASM/ATFCM process and ASM

information sharing S-AF5.3 - Aeronautical information exchange S-AF5.5 - Cooperative Network Information Exchange


2015

High


proposal

The scope of this family might require changes in ATM systems and NM systems, which need to be undertaken after the deployment of ASM tools.


Analysis, as reported in the following Chart and within section 5.1.1


83




015AF3


3.1.2 ASM managementof real time data

H

RomaniaPortugal

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Ireland

Latvia

Luxembourg

MUAC

Poland

Hungary

Italy

Lithuania

Malta

Netherlands

Network ManagerUnited Kingdom

Slovenia

Sweden

Slovak Republic

Spain

Identified GAPs




H

M

L




Identified Gaps


N

N

N

N

N

N



84

Family 3.1.3 – Full rolling ASM/ATFCM process and ASM information

sharing

Designator 3.1.3

Name Full rolling ASM/ATFCM process and ASM information sharing

Main Sub-AF S-AF 3.1 Airspace Management and Advanced Flexible Use of Airspace


This process focuses on airspace planning improvements and to ensure a continuous, seamless and reiterative planning, allocation and operational deployment of optimum airspace configurations, based on airspace request at any time period within both pre-

tactical level 2 and tactical level 3. It will result in a rolling process, supporting the enhancement of the daily Network Operations Plan. This will allow airspace users to better take benefit from changes

in airspace structures in real-time. This will be supported by the sharing of military airspace data and by continuously updating Airspace Reservation information and

other civil demand information among the authorized users and approved agencies in order to enhance the coordination of Cross

Border Operations including Cross Border Area, and to optimise the whole network operations based on the richest and most correct information.

ASM information sharing addresses the required system support improvements able to ensure a seamless data flow and their

management in the frame of the enhanced CDM process. It includes requirements aiming to improve the notification to airspace users based on automation of data exchange.

The scope of this family encompasses: - Process/system upgrade supporting a full rolling ASM/ATFCM

and dynamic ASM/ATFCM process, although some States with limited airspace booking needs may fully rely on NM system capabilities

- Technical changes supporting Rolling AUP

- Rolling UUP for procedure 3

- Initial implementation of FUA/EU restriction and FBZ in NM system and local/regional ASM systems

- Full implementation of new AUP template

- Define AIXM coding for the AUP changes introduced

- Process/System changes for full management Airspace structure AUP/UUP

- Process/System changes for initial CDM

- Process/System changes relevant to CDM for FRA impact assessment on network

- Harmonise cross border CDRs notifications

- Harmonisation of areas notifications

- Implement Graphical display of AUP/UUP on NOP Portal (with lateral/vertical limits indication)

- Process/system improvements supporting sharing of information of airspace configuration via AUP/UUP


85

- ASM management and data sharing shall be addressed also to an environment where airspace is managed dynamically with no fixed-route network

- ASM systems adapted to continuously exchange ASM information.

- AU system upgrades for ASM data sharing


Before 2014


01/01/2022


ATM Master Plan Level 2 (Dataset 14): AOM-0206-A (very limited to military airspace requirements); AOM-0202-A



IDP: SWP 2.1.2

Network Manager ERNIP Part 3 - Handbook for Airspace Management - Guidelines for Airspace Management; Edition 5.1;

Edition date: 23/10/2014

NOP User Guide; Edition :19.0-92 Date:25/03/2015

Responsibilities Document for the application of Air Traffic Flow Management (ATFM); Edition 1.0; Edition Date : 25/10/2012,


NM, Civil and Military ANSPs, National AMCs, AUs where applicable


EU

Synchronization Synchronisation between NM, National AMCs, AUs and Civil-Military ANSPs is required









Interdependencies

Fam. 3.1.1 – (Initial) ASM tool to support AFUA (prerequisite)

Fam. 3.1.2 – ASM management of real-time data Fam. 3.1.4 - Management of dynamic airspace configurations S-AF 5.3 - Aeronautical Information Exchange

S-AF 5.5 – Cooperative Network Information Exchange Family supports –as stated in the PCP IR – the introduction of DCT

and FRA


86



High


This family is a key feature for the European airspace planning process. States that are not providing AUP and/or UUP info to NM

should be the first to submit proposals for 2015 CEF call. NM should submit proposal for new AUP/UUP template and full rolling ASM/ATFCM process.




87




080AF3

SloveniaSlovak Republic

Belgium

Cyprus

Denmark

Finland

Germany

Hungary

Austria

Croatia

Czech Republic

Estonia

France

Greece

Italy

Lithuania

Malta

Netherlands

Portugal

Ireland

Latvia

Luxembourg

MUAC

Poland

Sweden

Network Manager

Spain

United Kingdom




H

M

L




Identified Gaps



Identified GAPs

3.1.3 Full rolling ASM/ATFCMprocess and ASM information sharing

H

N

N

N

N N

N

Airspace Users’ Computer

Flight Planning Systems


88

Family 3.1.4 – Management of dynamic airspace configurations

Designator 3.1.4

Name Management of dynamic airspace configurations



The ASM solutions process is aimed at delivering ASM options that can help alleviate capacity problems identified in any particular area of European airspace as well as improve flight efficiency ensuring synchronised availability of airspace structures according to traffic

demand.

Dynamic Airspace Configuration focuses on defining a reference Dynamic Airspace Configuration concept, including roles and

responsibilities in an advanced CDM process. The ASM performance analysis should assess the flight efficiency gains resulting from the rolling ASM/ATFCM process

implementation. The Capacity aspects need also to be addressed. The scope of this family encompasses:

- Improved ASM solution process - Process/System changes for predefined airspace

configurations including DCTs and FRA

- System improvements supporting the management of dynamic airspace configuration including DCTs and FRA

- Implement supporting tools for ASM performance analysis

- Implement ATM VoIP communications enabling Dynamic Airspace Configurations


01/01/2017


01/01/2022


ATM Master Plan Level 2 (Dataset 14):CM-0102-A



IDP: SWP 2.1.2


NM, Civil and Military ANSPs, National AMCs, AUs if applicable


EU

Synchronization Synchronisation between NM, National AMCs, Civil and Military AUs and Civil-Military ANSPs is required.




89

Industry Standards

None



None

Interdependencies

Pre-requisite: Fam. 3.1.3 – Full rolling ASM/ATFCM process and ASM information sharing

Other dependencies: the rest of AF 3.1 families


2015

Medium


The deployment of predefined airspace configuration could start from the beginning of 2017 onwards.

IP proposals should be focused on the ASM solutions process while the predefined airspace configuration should be address at the level of concept and studies.




90




RomaniaPortugal

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Ireland

Latvia

Luxembourg

MUAC

Poland

Hungary

Italy

Lithuania

Malta

Netherlands


Slovenia

Sweden

Slovak Republic

Spain




H

M

L




Identified Gaps



Identified GAPs

3.1.4 Management ofDynamic Airspace Configurations

M

N

N

N

N

N

N



91

Family 3.2.1 – Upgrade of ATM systems (NM, ANSPs, AUs) to support

Direct Routings (DCTs) and Free Routing Airspace (FRA)

Designator 3.2.1

Name Upgrade of ATM systems ( NM, ANSPs, AUs) to support Direct Routings(DCTs) and Free Routing Airspace (FRA)

Main Sub-AF s-AF 3.2 Free route


NM systems have been upgraded to support Direct routing operations. Only some corrections and tuning are required for DCTs. For national, regional and Pan-European FRA deployment,

the NM System upgrades are required mainly related to: - CACD environmental database - Introduce B2B interoperability

- Network Impact assessment in FRA - Specific ASM improvements and/or new functions specific for FRA

The NM system upgrades related to dynamic re-routing, ATFCM planning and execution and traffic load management are part of

AF 4 families, namely 4.1.2 and 4.4.2. The AU flight plan filing systems should be upgraded (e.g. to support long DCT segments and handling of LAT/LONG, if

required). Specific attention should be given to the management of any ASM/ATFCM constraint in a FRA environment, and to the necessary standardisation of free route implementation concerning

the flight planning requirements. The ANSP system upgrades include the FDPS, the Controller Working Position (CWP) and the HMI which should support

DCTs/FRA with environment and trajectory management. Although these requirements do not make a direct reference to Multi-Sector Planner (MSP) function, the indirect links do exist and

MSP deployment in the context of DCTs/FRA should be considered. Upgrades can be clustered in 3 phases: 1) The upgrades of ATM system for cross border DCTs should

encompass: - MTCD (detecting conflict between A/C and A/C against the reserved airspace)

- MONA ( Monitoring Aids) - ATC to ATC Flight Data Exchange (Basic OLDI and SYSCO) - FDP to calculate ground 4D trajectories within AoI

- ATC clearances beyond AoR - Dynamic Sectorization and Constraint Management tools

2) The upgrades of ATM system for State /Regional FRA

deployment should encompass the cross-border DCT ATM system upgrades plus:

- COP management for FRA

- Editing function for 4D trajectories including Cross AoR Points

- CORA (conflict probe and passive conflict resolution

advisor) - Dynamic Area Proximity Warning (APW)- Integration with ASM tools


92

- Provision/integration of FP and real time data related to the FRA traffic to the Military ATS units

- Enhance Conflict Management and Controller HMI functions to support conflict detection and resolution

- Tactical Controller Tool (TCT), using the tactical trajectory

and managing the clearances along that trajectory 3) The upgrades of ATM system for Pan-European FRA

deployment should encompass the cross-border DCT/ National

Regional ATM system upgrades plus: - CPDLC handling of LAT/LONG - COP management for FRA supporting Cross Border COP

handling - Tactical Controller Tool (TCT), managing the Cross Border clearances


Before 2014


01/01/2022


ATM Master Plan Level 2 (Dataset 14): CM-0202 (baseline);CM-

0203 (baseline)

ATM Master Plan Level 3 (Edition 2015): Link to AOM21.1, AOM21.2, ATC02.5, ATC12.1, ATC17

NSP: SO 3/1 SO 4/1

IDP WP2.3.1 WP5.2

IFPS USERS MANUAL Edition. Edition:19.0.1

Edition date: 20 March 2015


NM, civil/military ANSP, civil/military AUs where applicable, AMC where applicable


Free Route shall be provided and operated in the airspace in the ICAO EUR region for which the Member States are responsible.

Synchronization Synchronisation between NM, AU and ANSPs is required. Between ANSP, synchronisation is only needed for cross border operation (Cross border DCTs, Regional and Pan-European FRA).






Community Specificiations based on Eurocontrol specifications on “MTCD”, “MONA”, “TP”, “APW”

Community Specifications for On-Line Data Interchange (OLDI)

edition 4.2

Interdependencies

Pre-requisite for: - 3.2.3 – Implement published Direct Routings

- 3.2.4 - Implement Free Route Airspace


93

Linked with: - 4.1.2 STAM phase 2

- 4.4.2 Traffic Complexity tools For some modifications (including MSP) Linked with

- Sub AF 1.1 Arrival management extended to en-route

airspace - Sub AF 1.2 Enhanced Terminal Airspace using RNP Based

Operations

Interdependencies with

- G/G data communications as specified in AF5 and

- A/G Datalink capability as specified in AF6 are facilitators for the full FRA implementation.

Relevance for

CEF Transport and

Cohesion Fund

Calls for Proposals

2015

High

Recommendation

for the IPs

proposal

It is recommendable that ANSPs, NM and AU should submit IPs for procurement/upgrade of their systems for DCT/FRA operations, especially those system upgrades related to cross border DCTs.

The stakeholders that deployed the system upgrades related to DCT should be encouraged to consider further upgrades related to the National/Regional and Pan-European FRA deployment.


5.1.1.


94




N

SwedenSpain

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Austria

Croatia

Czech Republic

Estonia

France

Greece

Italy

Lithuania

MUAC

Portugal

Slovenia

Ireland

Latvia

Malta

Poland

Slovak Republic


N

N

N

N

N






H

M

L




Identified Gaps


005AF3

053AF3

081AF3

3.2.1 Upgrade of ATM systems (NM,ANSPs, AUs) to support Direct Routings(DCTs) and Free Routing Airspace (FRA)

H

131AF3

004AF3


N

Identified GAPs


95

Family 3.2.3 – Implement Published Direct Routings (DCTs)

Designator 3.2.3

Name Implement published Direct Routings (DCTs)

Main Sub-AF s-AF 3.2 Free Route

Description and

Scope

Free Route is an operational concept that enables airspace users

to fly as close as possible to what they consider the optimal

trajectory without the constraints of fixed route network structure.

“Free Route may be deployed both through the use of Direct

Routing Airspace and Free Route Airspace (FRA). Direct Routing

Airspace is the airspace defined laterally and vertically with a set

of entry/exit conditions where published direct routings are

available. It will allow airspace users to flight plan on the basis of

those published DCTs.”

Implementation of Direct Routing Airspace (DCTs) is not

mandatory and represents a first step towards Free Route Airspace implementation in a moment where full deployment may not be the best solution in terms of performances.

DCTs may be implemented within a State or between States on a cross border basis. Within this airspace, flights remain subject to

air traffic control.

DCTs shall be published in aeronautical publications as described in the European Route Network Improvement Plan (ERNIP) of the Network Manager.

To facilitate early implementation before the target deployment

date, DCTs could be implemented in a limited way e.g.:

- Time constraint (fixed or depending on traffic/availability)

- Traffic Constraint (based on flow and/or level of traffic)

- Flight level

- Lateral Constraints.

- Entry/exit conditions

Initial Operational

Capability Before 2014

Full Operational

Capability 01/01/2018

References and

guidance material

ATM Master Plan Level 2 (Dataset 14): AOM-0500

ATM Master Plan Level 3 (Edition 2015): Link to AOM 21.1

NSP: SO 3/1

IDP: WP2.3.1

Network Manager - European Route Network Improvement Plan (ERNIP) Part 2 - European ATS Route Network -Version 8 (2013-

2015); Edition June 2013


96

Network Manager - European Route Network Improvement Plan (ERNIP) Part 4 - Route Availability Document User’s Manual;

Edition June 2014

Concerned

stakeholders Civil/military ANSP, Civil/Military AUs, NM

Geographical

applicability

DCTs shall be provided and operated in the airspace for which the concerned Member States are responsible at and above flight level 310.

Synchronization

There is the need to coordinate/synchronize efforts (operational procedures) between ANSPs, NM and Airspace users to ensure the

return of investment and/or the start of operational benefits.

Coordinated activities for cross-border DCT implementation at FAB and inter-FAB level are required.

The implementation of DCTs is harmonized through the NM European Route Network Improvement Plan (ERNIP) and the Network Operations Plan following the Strategic Objectives and

Targets set in the Network Strategic Plan and in the Network Manager Performance Plan.

Regulatory

Requirements







None

Interdependencies

The implementation of DCTs is often dependent on airspace design and in particular airspace reservations involving civil/military coordination.

S-AF-3.1 ASM and Advanced FUA

Fam. 3.2.1 - Upgrade of ATM systems (NM, ANSPs, AUs) to support DCTs and FRA (Prerequisite)



High


DCTs deadline is 1 January 2018. States that fully deployed FRA or planned to deploy FRA should not submit IPs for this family. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section

5.1.1.


97





3.2.3 Implement PublishedDirect Routings (DCTs)

H

France

United Kingdom

Network Manager

Austria

Germany

MUAC Slovak Republic

Spain




H

M

L




Identified Gaps


N

N

N

Cyprus



Identified GAPs


98

Family 3.2.4 – Implement Free Route Airspace

Designator 3.2.4

Name Implement Free Route Airspace

Main Sub-AF s-AF3.2 Free Route


Free Route is an operational concept that enables airspace users

to fly as close as possible to what they consider the optimal trajectory without the constraints of fixed route network structure.

“Free Route may be deployed both through the use of Direct Routing Airspace and Free Route Airspace (FRA). “

Free Route Airspace (FRA) is a specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) waypoints, without reference to the

ATS route network, subject to airspace availability.

Within this airspace, flights remain subject to air traffic control.

To facilitate an early implementation before the target deployment date, FRA could be implemented in a limited way. This may be done by defining FRA:

- laterally and vertically; - during specific periods; - with a set of entry/exit conditions

FRA shall be published in aeronautical publications as described in

the European Route Network Improvement Plan of the Network Manager.

FRA deployment may start at national level, progressing to FAB Regional level and finally to Pan-European level deployment.

The implementation of FRA operations should be based on

performance indicators.


Before 2014


01/01/2022


ATM Master Plan Level 2 (Dataset 14): AOM-0502; AOM-0501

ATM Master Plan Level 3 (Edition 2015): Link to AOM 21.2

NSP: SO 3/1

IDP: WP2.3.1

European Route Network Improvement Plan Part 1;

European Airspace Design Methodology - Guidelines; Edition Nov. 2014

Network Manager - European Route Network Improvement Plan (ERNIP) Part 2 - European ATS Route Network -Version 8 (2013-

2015); Edition June 2013.


99

Network Manager - European Route Network Improvement Plan (ERNIP) Part 4 - Route Availability Document User’s Manual;

Edition June 2014


NM, Civil/Military ANSP, civil/military Aus


Free Route Airspace shall be provided and operated in the airspace for which the concerned Member States are responsible at and above flight level 310.

Synchronization

There is the need to coordinate/synchronize efforts (operational procedure and aircraft capabilities) between ANSPs, NM, Military and Airspace Users to ensure the return of investment and/or the

start of operational benefits.

Coordinated activities and implementation at State, FAB, Regional and Pan-European level are required.

The implementation of FRA is harmonized through the NM European Route Network Improvement Plan (ERNIP) and the Network Operations Plan following the Strategic Objectives and

Targets set in the Network Strategic Plan and in the Network Manager Performance Plan.

Free Route implementation strategy is a local decision coordinated

at Network, FAB and Regional level.






None

Interdependencies

The implementation of FRA is dependent on airspace design and in particular airspace reservations involving civil/military coordination.

S-AF-3.1 – ASM and Advanced FUA

Fam. 3.2.1 - Upgrade of ATM systems (NM, ANSPs, AUs) to support DCTs and FRA (Prerequisite)



High


Large scales FRA deployments like the regional ones are

recommendable, as it could lead to a Pan-European FRA deployment. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and

within section 5.1.1


100




020AF3

063AF3

095AF3




H

M

L




Identified Gaps



H

102AF3


Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Latvia

Malta

Poland

Slovenia

Sweden

Austria

Croatia

Czech Republic

Estonia

France

Greece

Italy

Lithuania

MUAC

Slovak Republic

Spain

United Kingdom Network Manager

N

N

N

N

N


Identified GAPs


101

3.4 AF #4 – Network Collaborative Management






Reference

Number Title

IP description Page Number

(Annex A)

062AF4 ENAV initiative for the identification of Network Collaborative Management requirements.

70

077AF4 Interactive Rolling NOP 71

078AF4 ATFCM measures (STAM) 72

079AF4 Trajectory accuracy and traffic complexity 73

123AF4 Family 4.2.3 NAV Portugal Interface to NMS AFP 74


Family 4.4.2

Traffic Complexity Tools

Family 4.2.3

Interface ATM systems to NMS

AF4

Network Collaborative Management

Family 4.1.1

STAM phase 1

S-AF 4.1

Enhanced STAM

S-AF 4.4

Automated Support for Traffic Complexity Assessment

S-AF 4.3

Calculated Take-off Time to Target Times for AFTCM Purposes

Family 4.3.1

Target Time for ATFCM purposes

Family 4.3.2Reconciled Target tTmes

for ATFCM and arrival sequencing

Family 4.1.2

STAM phase 2

Family 4.2.2

Interactive rolling NOP

Family 4.2.4

AOP/NOP Information Sharing

S-AF 4.2

Collaborative NOP

078AF4 077AF4 062AF4 123AF4

079AF4


102

Family 4.1.1 – STAM phase 1

Designator 4.1.1

Name STAM Phase 1

Main Sub-AF S-AF 4.1 Enhanced Short Term ATFCM measures


The rigid application of ATFM regulations based on standard

capacity thresholds as the pre-dominant tactical capacity measure needs to be replaced by a close working relationship between ANSP/FMP, NM and AU, which would monitor both the real

demand, the effective capacity of sectors and their dynamic management by mean of different suitable configurations having

taken into account the complexity of expected traffic situation.

In order to close the gap between ATC and ATFCM, local operational procedures need to be developed. The aim is to

improve the efficiency of the system using flow management techniques close to the real time operations with direct impact on tactical capacity management, occupancy counts and tactical

action on traffic. The target of the Short Term ATFCM Measures (STAM) phase 1 is to replace En Route CASA regulations for situations when imbalances are manageable via STAM phase 1.

STAM phase 1 is mainly procedural implementation using the

occupancy counts instead of entry counts for a better evaluation of overload, hot spot detection, limitation a need for regulations and implementation of STAM measure at local level. Each FMP

needs to develop the STAM FCM procedure.

Additional tasks relevant to the STAM phase 1 scope shall encompass: - development of consolidated STAM phase 1 concept of

operation - development of operational guidance documentation - development of training package

- development of harmonised operational procedures


Before 2014


01/01/2017


ATM Master Plan Level 2 (Dataset 14): DBC-0205 (baseline)

ATM Master Plan Level 3 (Edition 2015): Link to FCM-04

NSP: SO 4/3 SO 5/4

ATFCM Operations Manual; Edition 19,1 (Date 29 April 2015)


NM, ANSP, AU if applicable


As per ESSIP objective FCM-04, there is no need that STAM phase 1 to be deployed at the ECAC level.


103

Synchronization Completed from NM side, STAM phase 1 is available to all FMPs via CHMI.






None

Interdependencies

STAM phase 1 is a predecessor of STAM phase 2, but the deployment of STAM phase 1 is not a mandatory task due to the

fact that STAM phase 2 focuses on network workflow procedures and STAM phase 1 is more locally focussed.

Fam. 4.4.2 - Traffic Complexity tools


2015

High


proposal

STAM Phase 1 would deliver additional capacity just relying on better utilisation of the available resources by moving from the hourly sector capacity rates to the occupancy counts.




104




078AF4





H

M

L




Identified Gaps


4.1.1 STAM phase 1

H

Belgium

Cyprus

Finland

Greece

Lithuania

Slovak Republic

Spain

Austria

Croatia

Estonia

Ireland

Latvia

Malta

Portugal

Slovenia

N

N

N

N

Luxembourg

Identified GAPs


105

Family 4.1.2 – STAM Phase 2

Designator 4.1.2

Name STAM Phase 2

Main Sub-AF s-AF 4.1 Enhanced Short Term ATFCM measures


Tactical capacity management using STAM phase 2 requires the deployment of additional tool and procedures in order to ensure a

close and efficient working relationship between NM, FMP and airspace users.

STAM phase 2 tool should include occupancy traffic monitoring

values (OTMV), hotspot detection and coordination tool. The enhancements shall mainly focus on:

- Enhanced monitoring techniques (including hotspot management and complexity indicators)

- Coordination systems (including B2B with local tools)

- What-if function (local measures, flight based, flow based and multiple measure alternative)

- Network impact assessment

Additional tasks relevant to the STAM Phase 2 scope shall encompass: - Development of consolidated STAM phase 2 concept of

operation; - Development of operational guidance documentation; - development of training package;

- development of harmonised operational procedures

ANSPs and AUs shall deploy

- interface between local STAM support systems (including AU trajectory optimisation) and the NM systems

- and/or the STAM phase 2 application and services developed

by NM - apply harmonised operational procedures, taking into account

the STAM Phase 2 pre-requisites such as the traffic information

and flight predictability.


01/01/2017


01/01/2022


ATM Master Plan Level 2 (Dataset 14):DCB-0308


NSP: SO 4/3; SO 5/4


NM, ANSP, AUs if applicable


EU


106

Synchronization Upgrade of NM systems is required for STAM phase 2 Synchronisation is necessary between neighbouring ACCs.






None

Interdependencies

NM system readiness is a prerequisite for ANSP/AUs STAM phase 2 deployment. STAM phase 1 is a predecessor of STAM phase 2,

but the deployment of STAM phase 1 is not a mandatory task due to the fact that STAM phase 2 focuses on the network STAM workflow procedures where STAM phase 1 focuses on local STAM

procedures.

Fam. 3.2.1 Upgrade of ATM systems ( NM, ANSPs, AUs) to support DCT and Free Route


2015

Medium


proposal

The proposal should refer to the further NM development for STAM phase 2, ANSP and eventually AUs should consider submitting proposals for STAM phase 2 deployments (local tool and/or NM

tool). It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section 5.1.1.


107








H

M

L




Identified Gaps


4.1.2 STAM phase 2

M

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Lithuania

Netherlands

Poland

Romania

Slovenia

Sweden

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Malta

MUAC

Portugal

Slovak Republic

Spain


N

N

N

N

N

N

Identified GAPs

Luxembourg



108

Family 4.2.2 – Interactive Rolling NOP

Designator 4.2.2

Name Interactive Rolling NOP

Main Sub-AF Sub AF 4.2 – Collaborative NOP


Network operations are driven by enhanced stakeholders’

participation in a rolling cooperative process (Civil & Military airspace users, ANSPs, Airports, NM, outside EUR interfaces). By continuously sharing latest flight intentions resulting in demand

and available capacity, defining measures in the network operations plan, realising the plan as a target by all actors taking

into account operational updates, evaluating operations against performance targets and updating the plan. This rolling view of the network situation (rolling NOP) and the

support to the collaborative processes is based on an information management platform, accessible online by all stakeholders for consultation,(not only passive but including dialogue opportunities

for sharing of evaluations and issues) and update as and when needed, in a secure and tailored way.

An initial implementation of the Interactive Rolling NOP was achieved through the deployment of the NOP Portal, providing a limited initial view of the Network Situation, with very limited

collaboration and tailoring capabilities. The scope of this family consists in the implementation of a

platform that uses the state-of-the-art technologies for creation of a Virtual Operations Room for the physically distributed European ATM Network Operations, in support of the Collaborative NOP.

This platform supports the network collaborative rolling processes from strategic to real-time operations, including capabilities for

online performance monitoring integrated and feeding back into the collaborative network planning. Also, the platform provides access to post-operational data for offline analysis and

performance reporting. The platform shall provide SLA management capabilities, based on a holistic view of the users and their organisations, their

interaction with the system and on the monitoring of the SLA adherence by the different parties.

The platform will provide both a workplace tool, as well as B2B interfaces following SWIM standards, to allow integration in the stakeholders’ own systems.

Information and dialogue tools shall be accessed anytime, anywhere via an ATM Information Portal. Access to information is

done in a secure way, tailored according the stakeholders needs and subject to access control rules, so that only those who have an operational need to access particular information are able to do

so.


109


Before 2014


01/01/2022


ATM Master Plan Level 2 (Dataset 14): DCB-0103-A

ATM Master Plan Level 3 (Edition 2015): Link to FCM05

NSP: SO 2/1 SO 2/2 SO 2/3 and SO 2/4

NOP User Guide; Edition :19.0-92 Date:25/03/2015


ANSP, Airport, AU, NM, Military


EU

Synchronization

The deployment of Network Collaborative Management functionality shall be coordinated due to the potential network performance impact of delayed implementation in a wide

geographical scope involving a number of stakeholders. From a technical perspective the deployment of targeted system and

procedural changes shall be synchronized to ensure that the performance objectives are met. This synchronization of investments shall involve multiple air navigation service providers

and the Network Manager.




Means of compliance and Certification or community

specifications

None

Interdependencies

NM Functionalities provided via other AFs are to be delivered via this platform.

Family 4.2.4 AOP/NOP information sharing

Dependency on AF5 for the SWIM infrastructure and SWIM interfaces



High


proposal

It will be a basic platform for info sharing between all stakeholders.

IPs proposals are expected by NM (as provider of the platform) but in terms of deployment the different stakeholders are impacted, as processes need to be put in place locally to use the platform. It

is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and within section 5.1.1.


110




077AF4





H

M

L




Identified Gaps


4.2.2 Interactive rolling NOP

H

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Portugal

Slovak Republic

Spain

United Kingdom

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Identified GAPs

N

N

N

N N

N

Netherlands


111

Family 4.2.3 – Interface ATM systems to NM systems

Designator 4.2.3

Name Interface ATM system to NMS

Main Sub-AF 4.2 Collaborative NOP


This family addresses the message exchange between NM systems, ANSPs ATM system and AU/FOC /WOC flight plan fling systems in

respect of collaborative flight planning, improving flight plan distribution and enhanced tactical flow management.

The exchanges of following messages between NM, ATM and

AU/FOC systems are addressed by this family as: - ATC Flight plan Proposal (AFP) - ATC flight plan CHange message (ACH)

- ATC flight PLan message (APL) - First System Activation (FSA) - Correlated Position Report (CPR)

- Extended Flight Plan (EFPL) - Improved OAT Flight Plan

The EFPL will include the planned 4D trajectory of the flight as well as flight performance data in addition to ICAO 2012 FPL data. The first phase that will be implemented should address only the

exchange of EFPL information between AUs and NM. The transmission of EFPL data to ANSP (flight plan distribution) will be implemented when transition to FF-ICE provisions is achieved.

ANSPs automatically provide AFP message to NM for following events:

- Missing flight plan

- Change of route - Diversion - Change of flight rules or flight type

- Change of requested cruising level - Change of aircraft type - Change of aircraft equipment

The local ATM system shall be capable to process APL and ACH messages sent by IFPS in order to exploit the full benefits of AFP

distribution to NM. NM needs to integrate the received AFP within NM systems. ANSPs need also to provide CPR and FSA messages to NM system (only few pending ANSPs). EFPL will be processed by AU

flight planning systems and sent to IFPS. Initially the EFPL exchange will be implemented using the flight data model developed by the NM for B2B and that is currently used for

operations. Subsequently, as the FIXM version corresponding to FF-ICE/1 becomes available, the EFPL will be migrated to FIXM.

The improved OAT Flight Plan will be processed by AU flight planning systems, ANSPs, FDPS and IFPS, as this improved flight plan will precise the restricted area used and therefore enhance the

description of the GAT part of the flight.


112


Before 2014


01/01/2022


ATM Master Plan Level 2 (Dataset 14): IS-0102 (baseline); AUO-0203-A

ATM Master Plan Level 3 (Edition 2015): Link to FCM01, FCM03


NM Flight Progress Messages Document; Edition No. 2.1; 19

March 2015


NM, Civil/military (ANSP, Airport, AU) where applicable


EU

Synchronization Synchronisation is required for AFP between NM and ANSPs. For EFPL deployment, the synchronisation between NM, AU and ANSP

is required for the development and deployment phase.



Industry Standards

None



Community Specifications 0101 Edition 1.1 Specification for the Initial Flight Plan

Interdependencies

Fam. 4.4.2 - Traffic Complexity tools

Dependency on AF5 for the SWIM Infrastructure and SWIM

interfaces. Link with AF6 (EPP)



High


proposal

The exchanges of collaborative flight planning messages are essential for improving the Pan-European flight predictability.

It should be considered to prime importance to address the existing gaps for the provision of CPRs, AFP and FSA messages to NM. ANSPs which not yet provide these messages to NM should consider

submitting IP proposal. AUs and NM should consider submitting IP proposal for EFPL and OAT flight plan.



113




062AF4

123AF4





H

M

L




Identified Gaps


4.2.3 Interface ATM systemsto NM Systems

H

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Slovak Republic

Spain

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Romania

Slovenia

Sweden

Network Manager

N

N

N

N

N

Identified GAPs

Netherlands

United Kingdom



114

Family 4.2.4 – AOP/NOP information sharing

Designator 4.2.4

Name AOP/NOP information sharing

Main Sub-AF Sub-AF 4.2 Collaborative NOP


The Airport element that reflects the operational status of the Airport and therefore facilitates Demand and Capacity Balancing is

the Airport Operations Plan (AOP), described in family 2.1.4. The AOP connects the relevant stakeholders, notably the Airspace Users’ Flight Operations Centre (FOC) and Wing Operations

Centers (WOC). It contains data and information relating to the different status of planning phases and is in the format of a rolling

plan, which naturally evolves over time.

The AOP is a single, common and collaboratively agreed rolling plan available to all airport stakeholders whose purpose is to provide common situational awareness and to form the basis upon

which stakeholder decisions relating to process optimization can be made.

In order to improve the European ATM network performance, notably capacity and flight efficiency through exchange,

modification and management of trajectory information there is a clear need for information sharing between the AOP and the NOP (Network Operation Plan). As such the collaborative NOP will be

fully integrated in ATM stakeholders’ planning processes and working methods.

The creation and maintenance of the AOP as well as the integration and the consistency with the NOP involves a large number of

stakeholders, with different roles and responsibilities: the airspace users including the flight crews and the AU FOC/WOC, the Airport Operators, the Air Navigation Service Providers, the Network

Manager and the MET services.

The AOP/NOP information sharing is the technical data layer on the collaborative NOP. The output of SESAR is relatively mature and further refinement ongoing driven by NM. Web-service for

data exchange are under development, current exchange is done vie AFTN, which is to be replaced over time. SWIM yellow profile should initially apply. Details have to be defined in collaboration

between the NM and the DM partners.


Before 2014


01/01/2022


ATM Master Plan Level 2 (Dataset 14): DCB-0103-A; AO-0801-B


NSP: SO 4/3 SO 06/2; and SO 6/4


115


(civil/military where appropriate) Airport Operators, ANSPs (TWR & FMP); Airspace Users, Ground Handlers, Airport Coordinators,

Network Manager


EU

Synchronization 4.2.4 is to be synchronised with all AF4 functions, AF1 (extended AMAN), AF2, AF5 and AF6, where relevant.





specifications

None

Interdependencies AF4.2.2; AF1 (extended AMAN), AF2, AF3, AF5 and AF6, where relevant.



Medium


proposal

The AOP/NOP integration could only start after the development of NM interfaces.




116






M

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Portugal

Slovak Republic

Spain

United Kingdom

N

N

N

N

N

N

Identified GAPs




H

M

L




Identified Gaps


Netherlands


117

Family 4.3.1 – Target Time for ATFCM purposes

Designator 4.3.1

Name Target Time for ATFCM purposes

Main Sub-AF s-AF4.3 CTOT to Target Time for ATFCM purposes


NM system should transmit calculated target time at the most penalising regulation reference point in addition to CTOT to all

concerned users of CTOT. Those users should be able to manage this new feature and potential system upgrades should be foreseen.


01/01/2017


01/01/2022


ATM Master Plan Level 2 (Dataset 14): DCB-0208


NSP: SO 4/3 SO 5/4


NM, AUs, Airport, ANSP, where applicable


EU

Synchronization






None

Interdependencies Fam. 4.3.2 - Reconciled target times for ATFCM and arrival sequencing


2015

High


118


proposal

This covers a core development described in ATM Master Plan, NSP and PCP IR, constituting a key change in ATFCM, and building step towards further time based operations. All Stakeholders should

consider submitting IP’s proposal for the deployment of this family, in case of identified system and procedural upgrades for Target Times. The IP proposals for concept/studies should be considered

as well.



119





4.3.1 Target Time for ATCFM purposes

H

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Portugal

Slovak Republic

Spain

United Kingdom

N

N

N

N

N

N

Identified GAPs




H

M

L




Identified Gaps


Netherlands




120

Family 4.3.2 – Reconciled target times for ATFCM and arrival sequencing

Designator 4.3.2

Name Reconciled target times for ATFCM and arrival sequencing

Main Sub-AF s-AF4.3 CTOT to Target Time for ATFCM purposes


Establish processes and system changes to ensure that target

times on flights for (extended) sequencing purposes are reconciled with possible ATFCM related target times for those same flights, to ensure that optimal solutions are established for both sequencing

and ATFCM.

The scope of this family contains the process, procedure and

system upgrades related to the reconciliation of multiple local Target Time constraints. To this end, the potential solution will be coordinated and disseminated to the different stakeholders

(supported by the Network CDM Information Platform and within the context of the NOP) at the Local and Network levels. Once coherence and agreement is achieved, the implementation will be

initiated. The actions that the specific measure requires will be promulgated to the appropriate actors and the implementation is finally achieved.


01/01/2019


01/01/2022


ATM Master Plan Level 2 (Dataset 14):DCB-0208, DCB-0213


NSP: SO 4/3, SO 5/4, SO 6/5


NM, AUs, ANSP


EU

Synchronization

Synchronisation required with:

- Target Time operations in support of Extended AMAN (AF1) and arrival sequencing (AF4 NOP/AOP integration) and

- CTOT to Target Time for ATFCM purposes (AF4)






None


121

Interdependencies AF1 (extended AMAN), AF2 Fam. 4.3.1 - Target Time for ATFCM purposes


2015

Low


Considering the current status of development work, for CEF call 2015, IP proposals should only be focused on concept/feasibility study items.


122




Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Portugal

Slovak Republic

Spain

United Kingdom

N

N

N

N

N

N

Netherlands


4.3.2 Reconciled Target Times forATFCM and arrival sequencing

L

Identified GAPs




H

M

L




Identified Gaps



123

Family 4.4.2 – Traffic Complexity tools

Designator 4.4.2

Name Traffic Complexity tools

Main Sub-AF s-AF 4.4 Automated support for traffic complexity assessment


The traffic complexity tools continuously monitor sector demand

and evaluate traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. The predicted complexity coupled with traffic demand enables ATFCM

to take timely action to adjust capacity, or request the traffic profile changes in coordination with ATC and airspace users.

The rigid application of ATFCM regulations based on standard capacity thresholds as the pre-dominant tactical capacity measure

needs to be replaced by a close working relationship between ANSPs and Network Manager, which would monitor both the real demand, the effective capacity of sectors and their dynamic

management by mean of different suitable configurations having taken into account the complexity of expected traffic situation.

The scope of this family shall include: - ANSP to implement Local Traffic Complexity tools and

procedures. The Traffic Complexity tool continuously monitor and evaluate current and expected traffic loads and estimated controller’s workload . It provides a support in the

determination of solutions in order to plan airspace, sectors and staff to handle the predicted traffic. It is suggested that ANSPs develop concept for the complexity tools utilisation

before considering the procurement/upgrades of ATM systems with this functionality

- Provision by NM of EFD to ANSPs;

- The local complexity tools need to receive process and integrate EFD provided by NM. This is needed in order to

supplement the local traffic counts with the flight plan data from ETFMS;

- The NM systems adaptation activities deal with improving the

quality of the planned trajectory (processing of ATC information part of 4.2.3 family, processing of EFPL and improved OAT FPL information part of 4.2.3 family, support

to mixed mode operations, Implementation of traffic count methodologies that do not impact trajectory calculation) thus enhancing NM complexity assessment.

Implementation of scenario management tools in support of traffic complexity. It will rely on the planned trajectory and allows simulating options optimising the use of available capacity. It will

help NM operations identify possible mitigation strategies to be applied at network or local level, in coordination with FMPs and airspace users.


Before 2014


01/01/2022


124


ATM Master Plan Level 2 (Dataset 14):CM-0103-A



NM Flight Progress Messages Document; Edition No. 2.1; 19 March 2015


Civil/military ANSP where appropriate, NM


EU

Synchronization Synchronisation between NM and ANSPs is required






None

Interdependencies

Fam. 4.1.1 - STAM Phase 1 Fam. 4.1.2 - STAM Phase 2 Fam. 4.2.3 - Interface ATM system to NMS

Fam.3.2.1 Upgrade of ATM systems ( NM, ANSPs, AUs) to support

DCT and Free Route



High


Taking into account a need that complexity tools to be deployed in collaboration between ANSPs and NM, IP proposal should be

mainly focused on ANSPs and NM system upgrades.



125




Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Portugal

Slovak Republic

Spain

United Kingdom

N

N

N

N

N

N

Netherlands

079AF4





H

M

L




Identified Gaps


4.4.2 Traffic Complexity Tool

H

Identified GAPs


126

3.5 AF #5 – Initial SWIM






Family 5.1.1PENS 1

Family 5.5.1Upgrade / Implement Cooperative Network Information Exchange

System / Service

Family 5.1.2Future PENS

Family 5.1.3Common

SWIM Infrastructure Components

Family 5.2.1Stakeholder Internet Protocol Compliance

Family 5.2.2Stakeholders’ SWIM

infrastructure components

AF5Initial SWIM

S-AF 5.5

Cooperative Network Information Exchange

S-AF 5.2

SWIM Infrastructures and Profiles

S-AF 5.1

Common Infrastructure Components

S-AF 5.3

Aeronautical Information Exchange

S-AF 5.6

Flights Information Exchange

S-AF 5.4

Meteorological Information Exchange

073AF5

014AF5

127AF5

059AF5 117AF5

016AF5

110AF5

134AF5

082AF5 067AF5

Family 5.6.1Upgrade / Implement Flights

Information Exchange System/ Service

Family 5.3.1Upgrade / Implement

Aeronautical Information Exchange System / Service

006AF5

009AF5

040AF5

041AF5

066AF5

084AF5

Family 5.4.1Upgrade / Implement

Meteorological Information Exchange System/ Service


127

Reference Number


(Annex A)

006AF5 ATM Data Quality (ADQ) 75

009AF5 Integrated Briefing System New (IBSN) 76

014AF5 MPLS WAN Project 78

016AF5 Initial WXXM Implementation on Belgocontrol Systems 79

040AF5 ADQ – Aeronautical Data Quality 80

041AF5 EASI – EAD AIM Systems Integration 81

059AF5 Implementation and operation of an IP-based G/G data communication network in ENAIRE

82

066AF5 ENAV AIS system upgrade to support AIXM5.1 83

067AF5 Coflight e-FDP System Development 84

073AF5 SWIM Common Components 85

082AF5 SWIM compliance of NM systems 86

084AF5 Implementation of Prerequisites for the Provision of Aerodrome Mapping Data and Airport Maps as Data Originator (Aeronautical Information Exchange)

87

110AF5 Meteorological Information Exchange by MET ANSP KNMI 88

117AF5 Implementation of Initial SWIM Capability (AF5) across NATS 89

127AF5 National WAN Infrastructure - CANDI-IP preparation project 90

134AF5 PILOT PLATFORM for access services to OPMET (worldwide/ECAC) data(METAR, TAF, SIGMET) in WXXM format

91



128

Family 5.1.1 – PENS 1: Pan-European Network Service version 1

Designator 5.1.1

Name PENS 1: Pan-European Network Service version 1

Main Sub-AF S-AF 5.1 Common Infrastructure Components


SWIM Infrastructure is part of the Data Communication Infrastructure defined in the SESAR EATM Architecture

SESAR EATM Architecture

More precisely the following picture shows the place of the SWIM

Infrastructure within the SWIM scope.

An Internet Protocol (version 6)Network connectivity is necessary

to support the SWIM Exchanges The current PENS (Pan European Network Service), called PENS1, supports the exchanges of the current ATM information based on

Internet Protocol (version 4 and 6).


129

PENS1, provided by SITA, will terminate in June 2018, but a new PENS is planned to be deployed from beginning 2017 to replace

PENS1 with a transition period (2017-mid 2018) to guarantee the continuity of operations. The PCP stipulates “To support the blue SWIM TI Profile (for Flight

Object), very high and high capacity centres shall be connected to Pan-European Network Services (PENS)”. So ANSPs, planning to implement IOP FO, have to be or become

PENS user. The scope of this Projects Family aims at implementing projects for ANSPs not yet PENS1 user and having planned to implement

IOP / FO before June 2018.

PENS User Status in April 2015

Till April 2015 the following ANSPs are become PENS1 users:

1. DHMI (Turkey) 2. ISAVIA (Iceland)

3. ANS-CR (Czech Republic) 4. IAA (Ireland):

The following ANSPs are on the process to become PENS1 users:

- EANS (Estonia)

- SMATSA (Serbia) - IAA (Israel) - HCAA (Greece)

- Azerbaijan


Before 2014: PENS1 has been deployed from 2009 by NM and ANSPs


30/06/2018: PENS1 is expected to end in June 2018 before to be replaced by the future PENS (new PENS)


130


None


NM and stakeholders managing the Area Control Centres & TMAs identified in the Commission Implementing Regulation (EU) No

716/2014 Appendix.

Other ATC and military controlling units could be interested in particular to implement the FMTP IR.


NM, Area Control Centres & TMAs identified in the Commission Implementing Regulation (EU) No 716/2014 Appendix.

Synchronization

The synchronization and coordination is performed by the PSSG (PENS Steering Group) and the PMU (PENS Management Unit), the main bodies of the PENS1 Governance.

Any PENS user has, when entering PENS by signing the PENS CPA (Common Procurement Agreement) and the dedicated

Amendment, a representative in PSSG.



Industry Standards Available Internet Protocol version 6 for Unicast and Multicast



No specific needs

Interdependencies

5.1.2 (future PENS) to guarantee the transition from PENS1 to the future PENS

5.6.1 (Flights Information Exchanges)

PENS1 shall be able to manage ATM VoIP communications

proposed in Family 3.1.4



High for ANSPs planning to implement IOP / FO before June 2018


All PCP ANSPs not already PENS1 user and planning to implement IOP FO before mid-2018, are invited to present a project to

become a PENS1 user. Such projects shall include, if necessary, the upgrade of PENS1 to meet the related QoS and Security FO requirements.




131








H

M

L




Identified Gaps


Bulgaria

Estonia

Finland

Greece

Netherlands

N

5.1.1 PENS 1Pan-European Network Service v. 1

H

Identified GAPs

N


132

Family 5.1.2 – Future PENS: Future Pan-European Network Service

Designator 5.1.2

Name Future PENS: Future Pan-European Network Service







An Internet Protocol (version6) Network connectivity is necessary

to support the SWIM Exchanges. The future PENS (Pan European Network Service) is expected to exchange information based on Internet Protocol.

The future PENS will replace PENS1 terminating in June 2018.


133

The PCP stipulates “To support the blue SWIM TI Profile (for Flight Object), very high and high capacity centres shall be connected to

Pan-European Network Services (PENS)”. So civil and military ANSPs, planning to implement IOP FO, have to be or become PENS user.

We may notice that Yellow Profile, less QoS demanding than Blue Profile, could be supported by PENS instead of Public Internet. It will be up to Stakeholders, according to their requirements, to

select the Public Internet Protocol Network or PENS. The scope of this Projects Family aims at implementing projects

for ANSP and NM to become future PENS user to be able to support IOP FO. PENS is also able to support other Information Exchanges and

could become the main Internet Protocol Network in the ICAO EUR/NAT Region to support all SWIM Information Exchanges as proposed in the PENS evolution vision elaborated by the current

PENS1 Users :

- By the end of the current PENS contract (mid 2018), PENSv1 will be operationally used by ANSPs/FABs to support

their international Internet Protocol ground/ground voice and data communications within ICAO EUR/NAT Region and

to/from other ICAO regions. Some regional network communications may continue to be supported on the existing network infrastructure where PENS connectivity is not suitable

or available. - By 2020, an Enhanced PENS 2 will provide Internet Protocol

services to ANSPs/FABs and other civil and military ATM

stakeholders to support any international and optionally internal ANSP/FAB ground/ground communication (including SWIM) within ICAO EUR/NAT Region and to/from other ICAO

Regions. PENS should be provided by more than one Network Service Provider and include alternative means to meet some specific safety critical ATM requirements such as Voice

services. As civil and military stakeholders have to be interconnected, PENS will meet adequate Security requirements.


134


01/06/2018


01/01/2025


ATM Master Plan Level 2 (Dataset 14):IS-0901-A ATM Master Plan Level 3 (Edition 2015): None


NM, Area Control Centres & TMAs identified in the Commission Implementing Regulation (EU) No 716/2014 Appendix for FO.

All the ATM Stakeholders connected directly or indirectly (gateways) will be concerned.


NM, Area Control Centres & TMAs identified in the PCP Appendix with a possible extension to the ICAO EUR/NAT Region if PENS

become the main IP network for all the ATM data and voice communications.

Synchronization

The synchronization and coordination is performed by the future PENS Governance bodies expected to be set-up by ANSPs and NM.

Any PENS user has, when entering PENS by signing the PENS CPA

(Common Procurement Agreement) and the dedicated Amendment, a representative in PENS Governance bodies.



Industry Standards Available Internet Protocol version 4 and 6 for Unicast and Multicast



None


135

Interdependencies

With 5.1.1 (PENS1) and 5.6.1 (Flights Information Exchanges) and possible interdependencies with all the projects families dealing with ATM Information exchanges.

Future PENS shall be also able to manage ATM VoIP

communications proposed in Family 3.1.4.



High for ANSPs and NM planning to implement IOP FO in short term.

Medium for the others. The future PENS is also able to support all the ATM information exchanges even if the Commission

Implementing Regulation (EU) No 716/2014 is requiring PENS only for the Blue Profile required for Flight Object.


proposal

All PCP ANSPs and NM planning to implement IOP FO are invited to present a project to become a future PENS user. Coordinated

projects between several stakeholders should be privileged. A particular concern as ATM becomes increasingly interconnected across Europe is cyber security; therefore, projects should include

appropriate cyber security measures.

The future PENS is also able to support all the ATM information exchanges even if the Commission Implementing Regulation (EU) No 716/2014 is requiring PENS only for the Blue Profile required

for Flight Object.





136

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Portugal

Slovak Republic

Spain

United Kingdom

N

N

N

N

N

N


N

5.1.2 Future PENSFuture Pan-European Network Service

M

Identified GAPs




H

M

L




Identified Gaps


Netherlands


137

Family 5.1.3 – Common SWIM Infrastructure components

Designator 5.1.3

Name Common SWIM Infrastructure components





More precisely the following picture shows the place of the SWIM Infrastructure within the SWIM scope.

Within the Commission Implementing Regulation (EU)

No716/2014 the SWIM Infrastructure has been split in two parts:


138

- The common components § 5.1.1. Common infrastructure components

- The stakeholders’ components § 5.1.2. SWIM Technical Infrastructure and Profiles

According to Commission Implementing Regulation (EU) No

716/2014 § 5.1.1. Common infrastructure components the Common SWIM infrastructure components are:

— The registry, which shall be used for publication and

discovery of information regarding service consumers and providers, the logical service and information models, SWIM enabled services (Service Implementations),

business, technical, and policy information — Public Key Infrastructure (PKI), which shall be used for

signing, emitting and maintaining certificates and

revocation lists; The PKI ensures that information can be securely transferred

PCP stipulates also that SWIM comprises standards, infrastructure and governance enabling the management of information and its

exchange between operational stakeholders via interoperable services.

The current family is dealing with the common components when

the family “Stakeholder SWIM Infrastructure Components” (5.2.2) is dealing with the dedicated stakeholders components.

The scope of this Projects Family aims at implementing the following SWIM common components:

- A SWIM Governance Structure and Processes, including civil

and military stakeholders, governing and managing the common components and the processes for the provision and the consumption of the SWIM services

- A SWIM registry managed by the SWIM Governance bodies and dealing with the service catalogue and its content (AIRM, ISRM, Profiles, Service Implementations, Security measures

(including PKI aspects), compliance criteria…) - Any other common components necessary for SWIM

implementation (such as SWIM Compliance Capabilities,

Incident and Problem Management, Change Management, Configuration Management, …)

It shall support users from all civil and military stakeholders.

This family has also to address the common transition issues from existing legacy protocol (AFTN, AMHS, FMTP,) to SWIM environment.


06/2016 for starting the SWIM Governance Structure and Processes and SWIM Registry building on ad-hoc arrangements

set-up within SESAR1 (WP8)


01/01/2025




All the stakeholders Airspace Users, Airport Operators, Civil and Military ANSPs, Network Manager, MET, AIS providers are

concerned


139


As stated in Commission Implementing Regulation (EU) No 716/2014

Synchronization Strong coordination is necessary between all stakeholders (at least pioneers) to set-up first implementation of common components

through a Governance structure and processes.



Industry Standards

Standardization developments are needed for the SWIM Registry content (AIRM, ISRM, XXXM, Profiles, compliance criteria, service implementations, security measures, …)

Such standardization has to be developed at European level in a

close coordination with ICAO to guarantee international interoperability.



None

Interdependencies With all AF5 Families

With project 073AF5

Relevance for

CEF Transport and Cohesion Fund Calls for Proposals

2015

High

It is urgent to launch a project meeting pioneers stakeholders (NM,

ANSPs …) to set-up a first SWIM Governance to be able to manage as soon as possible the SWIM Registry and its content allowing the start of SWIM implementation.


proposal

It is recommended that pioneers stakeholders (NM, ANSPs …) launch an Implementing Project to set-up a first SWIM Governance to be able to manage as soon as possible the SWIM Registry, its content, the evolution of SWIM elements required during

deployment, SWIM compliance assessment, all together allowing the start of SWIM implementation.


140




073AF5





H

M

L




Identified Gaps



H

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Portugal

Slovak Republic

Spain

Network Manager

N

N

N

N

N

N

Netherlands

Identified GAPs


141

Family 5.2.1 – Stakeholder Internet Protocol Compliance

Designator 5.2.1

Name Stakeholder Internet Protocol Compliance

Main Sub-AF S-AF 5.2 SWIM Infrastructure and profiles






The Commission Implementing Regulation (EU) No 716/2014

stipulates “Initial System Wide Information Management (iSWIM) supports information exchanges that are built on standards and delivered through an internet protocol (IP)-based network by

SWIM enabled systems”. So a strong SWIM prerequisite is to be IP-compliant.


142

This family is dealing with the necessary Internet Protocol compliance for each civil and military stakeholder to be able to

support future SWIM information exchanges through SWIM profiles based on Internet Protocol. The scope of this Projects Family aims mainly at implementing on

civil and military stakeholder side Internet Protocol Network connectivity to be able to exchange ATM information. OLDI/FMTP implementation could be considered in this family even

if not in the Commission Implementing Regulation (EU) No 716/2014 scope.


Before 2014:several Stakeholders have started to deploy Internet

Protocol Networks and to implement OLDI/FMTP in 2000s


01/01/2016: for OLDI/FMTP ANSPs and NM shall be Internet Protocol compliant before end 2015.


ATM Master Plan Level 2 (Dataset 14):IS-0901-A; CM-0201-A

ATM Master Plan Level 3 (Edition 2015):None


All the PCP stakeholders not yet IP-compliant



Synchronization

Each civil and military stakeholder not yet Internet Protocol compliant should plan to transition to Internet Protocol version 6 connectivity in order to be in a position to exchange information with other stakeholder in the near future through SWIM Network.




Industry Standards Internet Protocol version 6 and 4 for Unicast and multicast communications.



None

Interdependencies All AF5 Families



High for stakeholders not yet Internet Protocol compliant for data exchanges (including for civil-military coordination as envisaged in

the OLDI/FMTP IR).


proposal

Stakeholders not yet compliant are highly invited to present IP compliance. It is recommended to take into consideration the results of Gap Analysis, as reported in the following Chart and

within section 5.1.1.


143




014AF5

059AF5

127AF5





H

M

L




Identified Gaps


5.2.1 StakeholderInternet Protocol Compliance

H

Bulgaria

Cyprus

Estonia

France

Ireland

Lithuania

Malta

Poland

Romania

Austria

Croatia

Denmark

Finland

Greece

Latvia

Luxembourg

Netherlands

Portugal

Sweden

Identified GAPs

N

N

N

N

N

Network Manager


144

Family 5.2.2 – Stakeholder SWIM Infrastructures Components

Designator 5.2.2

Name Stakeholder SWIM Infrastructure Components

Main Sub-AF S-AF 5.2 SWIM Infrastructure and profiles




More precisely the following picture shows the place of the SWIM Infrastructure within the SWIM scope.

Within the Commission Implementing Regulation (EU) No 716/2014 the SWIM Infrastructure has been split in two parts:

- The common components § 5.1.1. Common infrastructure

components


145

- The stakeholders’ components § 5.1.2. SWIM Technical Infrastructure and Profiles

According to PCP §5.1.2. SWIM Technical Infrastructure and Profiles of ATM stakeholders shall be driven by the following requirements:

A SWIM Technical Infrastructure (TI) Profile implementation shall be based on standards and interoperable products and services. Information exchange services shall be implemented on one of the

following profiles: — Blue SWIM TI Profile, which shall be used for exchanging

flight information between ATC centres and between ATC

and Network Manager — Yellow SWIM TI Profile, which shall be used for any other

ATM data (aeronautical, meteorological, airport, etc.)

This family is dealing with the Stakeholders SWIM Infrastructure components when the family “Common SWIM

Infrastructure Components” (5.1.3) is dealing with the common SWIM components.

The scope of this Projects Family aims at implementing in each civil or military Stakeholder the following SWIM components:

- Blue Profile - Yellow Profile - Any other components necessary for stakeholder SWIM

implementation (Supervision, Security, …)

This family has also to address the Stakeholder transition issues

from legacy protocol (AFTN, AMHS, FMTP,) to SWIM environment.


Before 2014: even if the common SWIM Infrastructure is not yet formally set-up, some Stakeholders have already started the

implementation of SWIM by using the first deliverables of SESAR1.


01/01/2025




All the civil or military Airspace Users, Airport Operators, Civil and Military ANSPs, Network Manager, MET, AIS providers are

concerned



Synchronization

It is essential that appropriate SWIM Governance Structure and Processes are established to develop and monitor an agreed SWIM implementation roadmap.

Strong coordination and synchronisation is necessary between all

stakeholders (including military) to implement their SWIM infrastructure according to the agreed SWIM roadmap.


146






None

Interdependencies 5.1.3, 5.3.1, 5.4.1, 5.5.1,5.6.1



Low if not linked to precise Information Exchanges implementation.

Medium/high if linked to precise Information Exchanges

implementation plan (5.3.1, 5.4.1, 5.5.1, 5.6.1).


proposal

According to their SWIM implementation planning, stakeholders are invited to propose IPs to implement their SWIM infrastructure.

Such IPs should be linked to implementation planning of ATM

Information Exchanges of the PCP (Aeronautical, Meteorological, Cooperative Network, Flights)


147




Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Portugal

Slovak Republic

Spain

United Kingdom

N

N

N

N

N

N

Netherlands

117AF5





H

M

L




Identified Gaps


5.2.2 Stakeholder SWIMInfrastructure components

M

Identified GAPs


148

Family 5.3.1 – Upgrade / Implement Aeronautical Information Exchange

system / service

Designator 5.3.1

Name Upgrade / Implement Aeronautical Information Exchange system / service

Main Sub-AF S-AF 5.3 SWIM Aeronautical Information Exchange


PCP content: Operational stakeholders shall implement services which support

the exchange of the following aeronautical information using the yellow SWIM TI Profile:

— Notification of the activation of an Airspace

Reservation/Restriction (ARES) — Notification of the de-activation of an Airspace

Reservation/Restriction (ARES)

— Pre-notification of the activation of an Airspace Reservation/Restriction (ARES)

— Notification of the release of an Airspace Reservation/Restriction (ARES)

— Aeronautical information feature on request. Filtering

possible by feature type, name and an advanced filter with spatial, temporal and logical operators.

— Query Airspace Reservation/Restriction (ARES) information

— Provide Aerodrome mapping data and Airport Maps (including eTOD: electronic Terrain and Obstacle Data)

— Airspace Usage Plans (AUP, UUP) — ASM level 1, 2 and 3

— D-NOTAMs Service implementations shall be compliant with the applicable version of Aeronautical Information Reference Model (AIRM), the

AIRM Foundation Material and the Information Service Reference Model (ISRM) Foundation Material.

The related ISRM services, defined in the Registry managed by the SWIM Governance Structure and Processes, have to be implemented according to the Registry content.

This projects family aims at Upgrading / Implementing Aeronautical Information Exchange system / service in accordance with SWIM principles

The related ATM systems shall be able to use the Aeronautical

information exchange services. The systems shall be upgraded or implemented to support the

Aeronautical Information exchange in compliance with the yellow SWIM TI Profile, either through the Public Internet or over PENS. The different communications paradigms of this profile shall be

adapted for supporting the different levels of technical compliance of the stakeholders.

The Service implementations shall be compliant with the applicable version of AIRM, the AIRM Foundation Material and the ISRM


149

Foundation Material as SDD (Service Design Document), when adopted as standards by the relevant bodies (SWIM Governance

Bodies with the support of ESOs, as EUROCAE). The Stakeholders systems shall be adapted to support

simultaneously the legacy messaging exchanges (e.g. AFTN, AMHS …) and the yellow SWIM profile information exchange, allowing a smooth migration of the stakeholders to SWIM.

Security and availability shall be upgraded to support the strong dependencies caused by the system to system interactions.

Stakeholder security shall be improved by conducting a risk assessment and by establishing security monitoring and management tools and procedures.


01/01/2017


01/01/2022 (due to close linkage with implementation of FRA s-AF3.2)


ATM Master Plan Level 2 (Dataset 14):IS-0901-A


IDP: SWP 2.1.1 and WP 2.4

For interoperability with NM: NM B2B technical documentation


Airspace Users, Airport Operators, Civil and Military ANSPs, Network Manager, AIS providers


AOC system providers, Network Manager,

Airport Operators - as specified in Appendix to Annex 1,

Civil and Military ANSPs - as specified in Appendix to Annex 1

Synchronization Synchronization is needed before full implementation of S-AF 3.3



Industry Standards AIXM, developed by Eurocontrol; AMXM (AMDB), developed by EUROCAE



None

Interdependencies Interdependencies with S-AF 3.1 Airspace Management and Advanced Flexible Use of Airspace



High


150


Multiple stakeholders Implementing Projects could be relevant.




Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Netherlands

Portugal

Slovak Republic

Spain

Network Manager

006AF5

009AF5

040AF5

5.3.1 Upgrade / Implement AeronauticalInformation Exchange System/service

H

041AF5

066AF5




H

M

L




Identified Gaps


084AF5


N

N

N

N

N

N

Identified GAPs


151

Family 5.4.1 – Upgrade / Implement Meteorological Information Exchange

system / service

Designator 5.4.1

Name Upgrade / Implement Meteorological Information Exchange system / service

Main Sub-AF S-AF 5.4 SWIM Meteorological Information Exchange


PCP content: Operational stakeholders shall implement services which support the exchange of the following meteorological information using the

yellow SWIM TI Profile: - Meteorological prediction of the weather at the airport

concerned, at a small interval in the future:

o wind speed and direction o the air temperature o the altimeter pressure setting

o the runway visual range (RVR) - Provide Volcanic Ash Mass Concentration

- Specific MET info feature service - Winds aloft information service - Meteorological information supporting Aerodrome ATC &

Airport Landside process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact; the

system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days.

- Meteorological information supporting En Route/Approach

ATC process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact; the system

capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days

- Meteorological information supporting Network Information

Management process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact (by

making use of probabilistic models to aid decision support); the system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days

This family of implementation projects aims at upgrading / Implementing Meteorological Information Exchange system / service / data standards according to SWIM principles. ATM stakeholders systems shall be able to use the MET information

exchange services The systems shall be upgraded or implemented to support the

exchange of Meteorological Information in WXXM/iWXXM formats in compliance with the yellow SWIM TI Profile, either through the Public Internet or over PENS. The different communications

paradigms of this profile shall be adapted for supporting the different levels of technical compliance of the stakeholders.


152


Foundation Material, when adopted as standards by the relevant bodies (SWIM Governance Bodies with the support of ESOs, as EUROCAE).

The Stakeholders systems shall be adapted to support simultaneously the legacy messaging exchanges and the yellow SWIM profile information exchange, allowing a smooth migration

of the stakeholders to SWIM. Security and availability shall be upgraded to support the strong dependencies caused by the system to system interactions.



01/01/2017


01/01/2025


ATM Master Plan Level 2 (Dataset 14): MET-0101



Civil and military Met service providers, civil and military ANSPs, AOP, AUs, NM


ANSPs, AOP as specified in PCP Appendix to Annex 1

Synchronization

Although individual ANSPs may be connected at different times, the benefits are gained once a critical mass of ANSPs are using WXXM format. Synchronization with AU/AOP/NM could be relevant. Body responsible for synchronization and coordination to

be considered.



Industry Standards iWXXM / WWXM, developed by ICAO/WMO, Eurocontrol and FAA

AMXM (AMDB), developed by EUROCAE


specifications

None

Interdependencies No discrete interdependencies to other S-AFs. However, improved exchange of MET information will have positive effects of the entire EATMN system.


Cohesion Fund

Medium


153



Multiple stakeholders Implementing Projects could be relevant.




Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Netherlands

Portugal

Slovak Republic

Spain

Network Manager

016AF5

110AF5

134AF5





H

M

L




Identified Gaps


5.4.1 Upgrade / ImplementMeteorological Information

Exchange System/Service

M

Identified GAPs

N

N

N

N

N

N


154

Family 5.5.1 – Upgrade / Implement Cooperative Network Information

Exchange system/service

Designator 5.5.1

Name Upgrade/Implement Cooperative Network Information exchange system/service

Main Sub-AF Sub-AF 5.5 Cooperative Network Information Exchange


The Network Information will be freely exchanged between the systems of the Operational stakeholders by means of defined cooperative network information B2B services, using the yellow

SWIM TI Profile. The scope of the projects family is the implementation by the

Operational stakeholders of the B2B services which support the exchange of the cooperative network information using the yellow SWIM TI Profile for the sake Air Traffic Flow and Capacity

Management. The information to be exchanged covering the PCP ones are:

- Maximum airport capacity based on current and near term weather conditions, - Synchronization of Network Operations Plan and all Airport

Operations Plans, - Departure and arrival planning information, - ATFCM pre-tactical and tactical plans (regulations, re-routings,

sector configurations, runway updates, monitoring values, capacities, traffic volume activations, scenarios, etc.), - Short term ATFCM measures,

- ATFCM congestion points, - Network events, - Rerouting opportunities,

- Restrictions, - Traffic counts information, - Demand data (civil, military),

- Flow and Flight message exchange (flight exchanges are meant for ATFCM purpose), - Airspace structure, availability and utilisation,

- Network and En-Route/Approach Operation Plans, - Network impact assessment, - Service availability information,

- General information messages (ATFCM Information Messages and headline news), - …

The systems shall be upgraded to support the B2B exchange of information in compliance with the yellow SWIM TI Profile, either

through the Public Internet or over PENS. The different communications paradigms of this profile shall be provided by the Network Manager, supporting the different levels of technical

compliance of the stakeholders. The list of SWIM services developed by NM and already available

in operations that are in scope of 5.5.1 is the following.


155

- Airspace structure, availability and utilisation: Download of complete AIXM 5.1 datasets with the

following entities: AS, PT, RT, UT, AD, AZ, TV, TZ, RL, FW, RS

Incremental AIXM 5.1 data sets

Creation and update of Airspace Use Plan service for AMCs Publication of the European Airspace Use Plan

- ATFCM pre-tactical and tactical plans

Retrieve regulation list and details, sector configuration plans, runways configuration plan, monitoring values, capacity plan, traffic volume activations

Create and update regulations, sector configurations plan, runways configuration plan, monitoring values, capacity plan, traffic volume activations

- Restrictions Part of the airspace structure service

- Traffic counts information

Traffic counts (entry or occupancy, where relevant) by AO, by AD, by AZ, by AS, by PT, by TV

- General Information Messages

Retrieve ATFCM Information messages - Flow and Flight message exchange (flight exchanges are

meant for ATFCM purposes) Retrieve flight lists by AO, AD, PT, AS, TV, AZ Retrieve flight details


Foundation Material as SDD (Service Design Document), when adopted as standards by the relevant bodies (SWIM Governance Bodies with the support of ESOs, as EUROCAE).

The Network Manager systems shall be adapted to support simultaneously the legacy messaging exchanges and the yellow

SWIM profile information exchange, allowing for a progressive migration of the stakeholders to SWIM.

Security and availability shall be upgraded to support the strong dependencies caused by the system to system interactions. Network security shall be improved by conducting a risk

assessment of the network management functions and by establishing security monitoring and management tools and procedures.


Before 2014


01/01/2025, required by the IR

The Network Operation Plan plans a completion of this family by end of 2019 as the Cooperative Network Information exchanges are based on mature technologies and services.


156




NSP: SO 2/2, SO 2/4, SO 5/2, SO5/4, SO5/5, SO6, SO7/6

ICAO Global Air Navigation Plan: B1-NOPS and B1-SWIM



ANSP, Airport, AU, NM, Military


PCP AF5 Geographical Area

Synchronization

The deployment of the information exchange via SWIM shall be

coordinated with the relevant stakeholders. NM shall coordinate and support the stakeholders for the deployments of the NM services.





specifications

None

Interdependencies

System-to–system interfaces for access to Network Information in other AFs (Families 4.1.2, 4.1.4, 4.2.2, 4.2.3) are dependent on this AF. Dependencies with Sub-AF3.1 and with family 2.1.4 need

to be analysed.

Infrastructure dependencies exist with Sub-AF 5.1 (SWIM Common Components and PENS) and Sub-AF 5.2 (Stakeholder compliance to Internet Protocol).


2015

High


proposal

It is a multi-stakeholders initiative (NM and various Network users). Stakeholders’ initiatives should be synchronised to foster benefits. NM shall coordinate and support the stakeholders for the

deployments of the NM services but does not recommend to package deployments in a unique project.


157




082AF5





H

M

L




Identified Gaps


N

5.5.1 Upgrade / Implement Cooperative Network Information

Exchange System/Service

H

Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Netherlands

Portugal

Slovak Republic

Spain

United Kingdom

Identified GAPs

N

N

N

N

N

N


158

Family 5.6.1 – Upgrade / Implement Flights Information Exchange system

/ service

Designator 5.6.1

Name Upgrade / Implement Flights Information Exchange system / service

Main Sub-AF S-AF 5.6 SWIM Flights Information Exchange


PCP content: Flight information shall be exchanged during the pre-tactical and

tactical phases by ATC systems and Network Manager. Operational stakeholders shall implement services which support the exchange of the following flight information as indicated in the

table below using the blue SWIM TI Profile: - Various operations on a flight object: Acknowledge reception, Acknowledge agreement to FO, End subscription of a FO

distribution, Subscribe to FO distribution, Modify FO constraints, Modify route, Set arrival runway, Update coordination related

information, Modify SSR code, Set STAR, Skip ATSU in coordination dialogue - Share Flight Object information. Flight Object includes the flight

script composed of the ATC constraints and the 4D trajectory Operational stakeholders shall implement the following services for

exchange of flight information using the yellow SWIM TI Profile: - Validate flight plan and routes - Flight plans, 4D trajectory, flight performance data, flight status

- Flights lists and detailed flight data - Flight update message related (departure information) Service implementations shall be compliant with the applicable

version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material.

System requirements - ATC systems shall make use of the flight information exchange services

So two kinds of flight information exchange has to be considered:

1. The first one is dealing with Flight Object (Share Flight

Object and various operations on a flight object) between ACC and TMA (identified in the Appendix of the PCP) and NM supported by the blue profile.

2. The second is dealing with various exchanges of Flight Information between operational stakeholders supported by the yellow profile.

The list of SWIM services developed by NM already available in

operations that are in scope of this second kind of Flight information is the following:

- Validate flight plans and routes


159

Flight plan validation Route generation

- Flight plans, 4D trajectory, flight performance data, flight status

Flight plan filing and management: create, update,

cancel, delay, departure, arrival, status request Retrieve flight lists by AO, AD, PT, AS, TV, AZ Retrieve flight details

This projects family aims at implementing the exchange of Flight information in a SWIM framework.

The civil systems shall be upgraded or implemented to support the Flights Information exchange in compliance with the yellow / blue SWIM TI Profiles, either through the Public Internet or over PENS.

PENS shall be used for Flight Object Information using blue Profile. The different communications paradigms of these profiles shall be adapted for supporting the different levels of technical compliance

of the civil stakeholders. The Service implementations shall be compliant with the applicable

version of AIRM, the AIRM Foundation Material and the ISRM Foundation Material as SDD (Service Design Document), when

adopted as standards by the relevant bodies (SWIM Governance Bodies with the support of ESOs, as EUROCAE).

The civil Stakeholders systems shall be adapted to support simultaneously the legacy messaging exchanges and the yellow / blue SWIM profiles information exchange, allowing a smooth

migration of the stakeholders to SWIM. Security and availability shall be upgraded to support the strong dependencies caused by the system to system interactions.


Particular needs from the military must be considered, especially where for operational security reasons the information cannot and will not be shared.

AF5 (initial SWIM) is limited to Ground-Ground Information Exchanges. Otherwise, according the PCP (AF5 and AF6) only down-linked trajectory information (not MET and not Aeronautical)

from airborne has to be exchanged on ground between some ACCs, some TMAs and NM.

AF6 stipulates that: - "Equipped aircraft shall down-link trajectory information using

ADS-C Extended projected Profile (EPP)"

- "FDP and NM systems shall make use of downlink trajectories".

None is specified on how the down-link trajectory information shall be made available on ground for SWIM. A prerequisite joint AF5/AF6 architecture work is necessary to

solve such an issue.


Before 2014 for other Flight Information 01/01/2018 for Flight Object


160


01/01/2025


ATM Master Plan Level 2 (Dataset 14):IS-0901-A; CM-0201-A




Civil and military ANSPs and NM for FO All operational stakeholders and NM for other Flight info



Synchronization

The implementation of the Flight Object distribution and consumption shall be synchronized and coordinated at least by big

area like FAB or neighbouring ANSPs. To implement Flight Object only in one ANSP has a limited interest. It could be relevant that a cluster of ANSPs presents IP to implement FO in their Airspace,

especially synchronized with e.g. Free Route implementation. For the other Flight information the coordination could be performed by the NM





specifications

None

Interdependencies

Interdependencies with families 5.1.1/5.1.2 (PENS), 5.1.3 (Common Components), 5.2.1 (Stakeholder IP network) and 5.2.2

(Blue and Yellow Profile). SWIM services related to FO enable flight data processing systems to flight data processing systems exchange of down-linked trajectory information between ATS units

required by Initial Trajectory Information Sharing functionality referred in AF6.

Interdependencies with AF3 and AF4.


2015

Medium for FO

High for other Flight Information

Recommendation

for the IPs proposal

Stakeholders are expected to submit IPs for the exchange of flight information via the SWIM Yellow Profile, either proposals that include the use of the NM B2B Flight Services or proposals for the

provision of services in this domain.

It could be relevant that a cluster of ANSPs, a FAB or neighbouring ANSPs, present Implementing Projects to implement FO in their Airspace especially synchronized with Free Route implementation.


161




3.6 AF #6 – Initial Trajectory Information Sharing



Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Netherlands

Portugal

Slovak Republic

Spain

United Kingdom

N

N

N

N

N

N

067AF5





H

M

L




Identified Gaps


5.6.1 Upgrade / Implement Flight Information Exchange

System/Service

H

Identified GAPs


162

No project related to this ATM Functionality has been awarded in CEF Transport Call 2014.

AF6

Initial trajectory information sharing

Family 6.1.1FDP Upgrade in preparation

of integration of aircraft flight data prediction

Family 6.1.2Air Ground Data Link

deployment for A/G Communication

Family 6.1.3Air Ground Communication

Service Upgrade

Family 6.1.4Aircraft Equipage in

preparation of exchange of aircraft flight data prediction

S-AF 6.1

Initial Trajectory Information Sharing


163

Family 6.1.1 - FDP upgrade in preparation of integration of aircraft flight

data prediction

Designator 6.1.1

Name FDP upgrade in preparation of integration of aircraft flight data prediction

Main Sub-AF S AF 6.1 Initial trajectory information sharing


Adapt FDP to process the air derived flight data provided through ADS-C EPP service. This includes potential interface with the datalink system (to access to the aircraft flight data) and the adaptation of the Trajectory Prediction sub system to integrate

such additional information. The following are main system improvements for ground FDP systems:

Inclusion of aircraft FMS 4D trajectory within FDP Trajectory exchange shall be done via Flight Object exchange

HMI in CWP must also be adjusted accordingly. Front end processor for ADS-C contracts management

(demand/event/periodic.)

NM system need also to be upgraded to process EPP

The validation of trajectory information sharing is ongoing and not

considered as mature, specifically concerning the implementation of ADS-C EPP in Continental Europe.


01/01/2020


01/01/2025




NSP SO 5.1, SO 5.5 and SO 8.3


NM, Civil ANSPs, military ANSP when relevant


EU

Synchronization

The integration of such functionality within FDP as proposed must be considered as an opportunity (associated with the FDP evolution

strategies of the ANSPs) rather than a synchronised objective because it remains a preparatory activity. Should be synchronised with procedural changes for ATC- operations.





164



None

Interdependencies

Availability of a data link capability covered by 6.1.2 is a

prerequisite for AF6 including both ATN B1 (required through DLS IR) and the subsequent ATN B2. Interdependencies with AF5, AF3 and AF4.


2015

Low




165




Belgium

Croatia

Czech Republic

Estonia

France

Greece

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Network Manager

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Netherlands

Portugal

Slovak Republic

Spain

United Kingdom

N

N

N

N

N

N





H

M

L




Identified Gaps


6.1.1 FDP upgrade in preparation of integration of aircraft

flight data prediction

L

Identified GAPs


166

Family 6.1.2 – Air Ground Data Link deployment for Air & Ground

Communication

Designator 6.1.2

Name Initial Air Ground Data Link network deployment for Air & Ground Communication

Main Sub-AF S AF 6.1 Initial Trajectory Information Sharing


Air Ground Data Link capability according to Commission Regulation (EC) No 29/2009 on data link services is an essential prerequisite for Initial Trajectory Information Sharing

This regulation has been updated by Commission Implementing

Regulation (EU) No 310/2015.

This Family encompass:

Aircraft equipage (civil, military in a voluntary basis) ATM systems upgrade (front end processor, FDP and HMI)

VDL mode2 for Air Ground communication (task for CSP (Communication Service Providers)

ATC and AUs procedures

ATCO and pilot training

One possible solution studied by SJU is VDL mode 2 implementation based on multi-frequency. It will be possible to submit projects under this family provided that they will

demonstrate consistency with solutions to be recommended by SJU.


Before 2014

Full Operational

Capability

According to Commission Implementing Regulation (EU) No 310/2015:

Ground: 5 February 2018 (airspace of all EU countries above FL285)

Aircraft: 5 February 2020 (but not for exempted aircrafts)


ATM Master Plan Level 2 (Dataset 14): AUO-0301 (baseline)

ATM Master Plan Level 3 (Edition 2015): ITY-AGDL

NSP: SO 8.3

IDP: AA4


Civil AU, ANSP, military AU/ANSP when relevant


EU

Synchronization Synchronisation between ANSP and AUs





167


Industry Standards Standard on DL ATN B2 (ICAO/ESO/EUROCAE)

ED-120 (EUROCAE)



Commission 2012/C 168/03 - Community Specification on DL

(ETSI-EN-303-214 V1.2.1)

Interdependencies Prerequisite for initial trajectory sharing



Medium


proposal

Nota Bene: A specific study is conducted by SESAR JU to confirm the capability of the foreseen technology. Results are awaited for

mid-2016. The conclusion of this study could lead to another modification of the regulation.


168








H

M

L




Identified Gaps


6.1.2 AGDL deployment forA/G communications

M

Bulgaria

Cyprus

Denmark

Finland

Greece

Ireland

Latvia

Malta

Portugal

Slovak Republic

Spain

United Kingdom

Austria

Croatia

Czech Republic

Estonia

France

Hungary

Italy

Lithuania

Poland

Romania

Slovenia

Sweden

N

NN

N N

N

Identified GAPs




169

Family 6.1.3 – Air Ground Communication Service Upgrade

Designator 6.1.3

Name Air Ground communication service upgrade



Air Ground communication service need to be upgraded to allow an increased capacity for new foreseen exchanges.

It is foreseen that the implementation of the exchange of complete

trajectory will need an increased capacity of the A/G communication not affordable without an upgrade of the A/G

communication service.

The way this has to be done need to be carefully studied and the related validation activities need to be completed by the SESAR Joint Undertaking prior to any implementation.

Initial Operational


Full Operational


References and

guidance material

ATM Master Plan Level 2 (Dataset 14): IS-0303-A


NSP: SO 8.3 and SO 8.4


ANSPs


EU

Synchronization Prerequisite for 6.1.1.



Industry Standards Standard on DL ATN B2 (ICAO/ESO/EUROCAE)

Means of


specifications

None

Interdependencies Availability of a data link capability covered by 6.1.2 is a prerequisite for AF6 including both ATN B1 (required through

DLSIR) and the subsequent ATN B2.



Low

Recommendation

for the IPs proposal



170








H

M

L




Identified Gaps


Belgium

Croatia

Czech Republic

Estonia

France

Greece

N

6.1.3 Air Ground CommunicationService upgrade

L

Ireland

Latvia

Luxembourg

MUAC

Poland

Romania

Slovenia

Sweden

Austria

Bulgaria

Cyprus

Denmark

Finland

Germany

Hungary

Italy

Lithuania

Malta

Netherlands

Portugal

Slovak Republic

Spain

United Kingdom

Identified GAPs

N

N

N

N

N

N


171

Family 6.1.4 – Aircraft Equipage in preparation of exchange of aircraft

flight data prediction

Designator 6.1.4

Name Aircraft Equipage in preparation of exchange of aircraft flight

data prediction



Aircraft Systems shall be able to down-link FMS 4D Trajectory information using the ADS-C Extended Project Profile (EPP) as part of ATN B2 services including CPDLC. Airborne System needs to be

updated for:

– ADS-C standard for Continental Europe implementation

Aircraft equipage

Procedure and training

The validation of trajectory information sharing is ongoing and not considered as mature, specifically concerning the implementation

of ADS-C EPP in Continental Europe and because we need to ensure timely industrialisation of ATN B2 ADS-C and CPDLC on-

board equipment.


01/01/2020


01/01/2026




Information derived from on-board FMS and CPDLC information will be transferred over A/G datalink to ATC systems on ground

ICAO Doc 9880, Doc 9776, ICAO GOLD and PANS/ATM


Civil /military AUs when relevant


EU

Synchronization The synchronisation between ground and airborne system is needed to have any benefit.

Regulatory

Requirements Commission Implementing Regulation (EU) No 716/2014

Industry Standards

Update of ED75 to support initial 4D navigation capabilities as part of the package with EPP (ED-75D)

Update standards on CPDLC to support implementation of full trajectory exchange service including CPDLC elements in support of ED-230, 231, 232, 233 (ADS-C EPP)

Actual standard for ADS-C in FANS is not convenient for ADS C-EPP in Continental Europe


172

Means of


specifications

None

Interdependencies Availability of a data link capability covered by 6.1.2 is a prerequisite for AF6 including both ATN B1 (required through DLS IR) and the subsequent ATN B2.



Low, taking into account the readiness for deployment as the

sequencing of this family indicates 2020 as IOC date.


Pending completion of related validation exercises by the SESAR Joint Undertaking, SDM recommends that any proposals under this family in the framework of the CEF call 2015 should remained focus

on implementation preparation (e.g. operational concept).








H

M

L




Identified Gaps



L

Airspace Users’


Identified GAPs


173

4. Performance view

The PCP has been adopted by the Commission after positive opinion of the EU Member

States and endorsement by the operational stakeholders on the basis of a high level Cost

Benefit Analysis (CBA) that demonstrated an overall benefit6. With this CBA as justification,

there was the commitment of the EC to facilitate PCP deployment by EU public funding

through the Connecting Europe Facility (CEF) financial instrument in the period 2014-2020.

In line with SDM’s performance policy laid down at section 2.2 above, the performance view

of SDM’s Deployment Programme aims at planning and monitoring the implementation of

the PCP against the boundaries of the high level CBA that has triggered its adoption in 2014.

In order to meet this objective, the performance view chapter includes:

An overview of SDM’s role within the SES performance framework;

An overview of the performance assessment and CBA methodology that SDM will

apply in support to its performance policy and how it builds on and connect with the

methodologies used by other SES and SESAR bodies involved into performance;

An overview of the funding and financing mechanisms that could be activated to

facilitate timely PCP implementation by the operational stakeholders and further

optimise PCP’s benefits;

Some initial findings, mainly derived from the costs and expected benefits drawn

from the implementation projects awarded as a result from the CEF call 2014; and

A vision of how SDM’s performance view will be enriched and consolidated through

the subsequent versions of the DP.

4.1 SDM in the SES performance framework

The SDM has been established by the European Commission as another SES instrument to

ensure timely, synchronised and coordinated implementation of SESAR through a series of

Common Projects. As such, SDM’s performance view shall comply with SES overall

performance framework, use common indicators and methodologies with other

SES bodies dealing with performance and build on their expertise and early results.

The Single European Sky (SES) initiative aims to achieve “more sustainable and performing

aviation” in Europe. The SES High level Goals are political targets set by the European

Commission in 2005. The purpose of these High-level Goals is to set the optimal ATM

performance levels to be reached in the European Air Traffic Management (ATM) network

and to drive efforts to achieve them. The four High-level Goals to be achieved by 2020 and

beyond are to:

Enable a 3-fold increase in ATM capacity which will also reduce delays both on the

ground and in the air;

Improve safety by a factor of 10;

Enable a 10 % reduction in the effects flights have on the environment; and

Provide ATM services at a unit cost, to the airspace users, which is at least 50% less.

6 PCP’s global cost benefit analysis is available at

http://ec.europa.eu/transport/modes/air/sesar/doc/ec-716-2014_article4c_globalcba.pdf

http://ec.europa.eu/transport/modes/air/sesar/doc/ec-716-2014_article4c_globalcba.pdf


174

Since implementation as from 1 January 2012 of the performance scheme, the EU has been

operating a formal and explicit performance-driven approach, which includes performance

indicators – fit for setting binding regulatory targets on specific stakeholders accountable

for delivering measurable performance outcomes. Through a succession of Reference

Periods (2012-2014, 2015-2019, …) the performance scheme drives and monitors the final

achievement of SES High-level Goals.

SESAR deployment shall fit within this performance scheme: investments, benefits and

performance gains drawn from SESAR deployment shall support the achievement of the

specific targets of the active Reference Period. SDM will cooperate with the

Performance Review Body (PRB) to ensure this compliance.

Another key player in the SES performance framework is the Network Manager (NM). Since

2011, with a specific network perspective, the NM has been forecasting, planning,

monitoring and reporting to help deliver the performance targets of the Single European

Sky. Since its establishment in December 2014, SDM has been closely cooperating with NM

with the objective to build on NM’s wide experience, tools and findings. As an early result

of this cooperation, the project view of the DP already flags the gaps in PCP implementation

which are the most critical to network performance with a specific “N” label. Pursuing in

this direction, the performance assessment and CBA methodology introduced in

the following paragraph and detailed in the annex D to the DP is closely

interrelated with NM’s tools and activities in the field of performance.

Finally, the Global Cost-Benefit Analysis that SJU has delivered back to 2013 in support to

PCP’s adoption sets the overall frame for SDM’s action in the field of performance. With

regards to the PCP CBA, SDM shall pursue several objectives:

1) Monitoring that CBA’s boundaries are met: Taking advantage of more refined

costs through implementation projects submissions and more robust expected

benefits through recent SJU’s validation campaigns and upcoming Large Scale

Demonstrations, SDM shall monitor that PCP is implemented within the boundaries

of the CBA and that, in particular, the ranges assumed in the CBA for the 5 sensitivity

drivers are met7.

2) Addressing with high priority the potentially critical situation hidden behind

the overall positive result of the CBA: whilst the CBA demonstrates an overall

benefit of 2,4 billion € (Net Present Value) over the period 2014-2030, it highlights

some critical issues on which SDM shall be pro-active, such as:

AF5 and AF6 where CBA at AF level is negative;

AF1, AF2, AF3, AF6 where the category of operational stakeholders that invests

the most is not the category drawing the more benefits (asymmetric return on

investment);

Considering that PCP’s CBA has been developed without taking into account the

positive impact of any EU funding or financing mechanism, SDM shall play a key role

in assessing EU grants’ impact and targeting other EU financing mechanisms to

7 Air Traffic Growth, Fuel and CO2 savings, Delay Cost Savings, PCP investments costs ground

and airborne


175

adequately address those critical issues, ensuring that it is the whole PCP that will be

rolled out timely and not only the “easy parts”.

3) Gathering updated costs and benefits data in relation with PCP

implementation that would be used to update PCP’s CBA if EC decides a review of

the PCP.

The 3 objectives above require close cooperation with SJU as well as re-use by SDM of key

financial assumptions and methodology that have been used by SJU when developing PCP’s

CBA.

4.2 Performance assessment and CBA methodology’s overview

SDM’s performance assessment and CBA methodology is the cornerstone of SDM’s

performance policy. It bridges between technological investments required to achieve

new ATM functionalities required through the PCP Regulation and ATM performance

improvement. It contributes to ensure that all benefits expected from the whole PCP

implementation will materialise whilst not exceeding the estimated cost. It is an essential

tool in monitoring PCP implementation, assessing and monitoring cost and benefits of

implementation projects submitted by operational stakeholders but also assessing the

impact of “missing implementation projects”, i.e. implementation projects not submitted

timely and identifying solutions to recover such situations and get the whole PCP

implemented.

The performance assessment and CBA methodology describes the different steps taken to

set the baseline against which performance will then be monitored during DP execution.

Detailed methodology is annexed to the DP as Annex D. In particular, the performance

assessment and CBA methodology assumes that co-funding is awarded by INEA and

reflected by the operational stakeholders in their investment plans in accordance with

relevant regulations, in particular the Regulation (EU) on CEF (No 1316/2013), and the

Commission Implementing Regulations on the Charging Scheme (No 391/2013) and on the

Performance Scheme (No 390/2013).

4.2.1 General principles

SDM’s performance assessment and CBA methodology shall:

Be extrapolated from and compatible with the methodology used by SJU to

develop the CBA of the PCP and by PRB to assess degree of achievement of the SES

high-level goals;

Build on and connect with best practices and existing tools by other SES

stakeholders involved in ATM performance’s improvement planning and monitoring;

Take advantage of thinner granularity through DP’s project view, together with

more refined costs provided by operational stakeholders and manufacturing industry

through CEF calls and more robust expected benefits through SJU’s validation

campaign and large scale demonstrations to better assess and monitor

implementation projects’ contribution to achieving SES High-level Goals;

Be transparent to and share results with operational stakeholders and other SES

and SESAR stakeholders including the Military Coordination;


176

Be flexible enough to evolve in time to better ensure performance driven

deployment of SESAR.

SDM’s performance assessment and CBA methodology should run at 2 levels:

The global CBA level, providing views per AF and per category of stakeholders. This

level shall be comparable with PCP’s CBA by the SJU which constitutes the

overarching reference. This level shall highlight the positive impact of funding and

financing mechanisms which were not considered in the PCP’s CBA by the SJU and

how these mechanisms mitigate the potentially critical situations behind the overall

positive CBA of the PCP;

The projects level. This new and essential level of analysis is enabled by the PCP’s

projects view laid down in the DP. This level of analysis may require to group several

interrelated projects into the same thread and perform the analysis at thread level.

SDM’s performance assessment and CBA methodology relies on close cooperation,

in particular with NM, SJU and PRB.

4.2.2 Candidate Implementation Projects: setting the targets

Performance analysis is prepared at implementation project or thread of

implementation projects level as part of clusters (of projects) definition and

before their submission to INEA. At this early stage, the objective is to evaluate, with

the implementing partners, the key performance related parameters of the projects:

declared costs, expected benefits (“targets” meaning “expected benefits” and “declared

costs” in the title), stand-alone or part of a thread, risks (margins of errors,

interdependencies with other projects). This phase is supported by a specific “performance

grid” that the operational stakeholders will be required to fulfil when forwarding a candidate

project to SDM. Once stabilised for each project or thread of projects, those targets will

constitute the reference against which projects or threads of projects will be monitored until

completed.

Performance analysis at projects’ level feed the global level. This is why

harmonisation in between projects and threads of projects is important: it enables

aggregation of information as required to update the global level regarding the expected

impact of any new wave of projects submitted as a result from an INEA call. Global level

analysis shall also assess the impact of “missing projects” that could trigger “performance

gaps” and help to define mitigation actions to recover such situation through future calls.

By construction of the DP, any candidate implementation project that could demonstrate

relevance to at least one family of projects in the DP is de facto required to achieve full PCP

implementation. SDM’s performance analysis preparation remains without prejudice

to access to co-funding.

4.2.3 Awarded Implementation Projects: monitoring the targets

Once Implementation Projects are awarded by INEA and kicked-off under SDM’s

coordination as a result of a CEF call, SDM shall monitor that projects are being executed in

such a way that agreed performance targets for those projects or threads of projects remain


177

within reach: costs are contained within initial envelop and expected contributions to

performance are maintained in time.

In the case where monitoring would reveal that a project or a threads of projects drifts from

its initially agreed targets to the extent that it becomes useless or even detrimental to PCP’s

overall CBA, SDM would issue recommendations to EC and INEA to recover the situation

after due consultation with the relevant implementing partners. As a last resort, suspension

or cancellation of the project or a threads of projects could be recommended by SDM,

including potential revision of the PCP.

4.2.4 Completed Implementation Projects: the final check

During projects or threads of projects execution, SDM can only monitor that everything is

on track so that initially agreed targets remain reachable by projects’ or threads’ completion.

This is the monitoring.

After projects or threads of projects completion, SDM intends to perform a final

check to “close the loop” both in terms of investments and contribution to

performance. Close cooperation with PRB will be essential in performing this final check

and drawing relevant conclusions. This part of the methodology is not yet defined. It will be

one of the main topics for stakeholders’ consultation when developing the next version of

the DP.

4.3 Funding and financing mechanisms

One of the key challenge to meet in order to get PCP fully implemented is to align time wise

and volume wise PCP investment requirements with operational stakeholders’ investment

capacity. EU funding and financing mechanisms shall facilitate this alignment.

PCP investment requirements profile has started to be defined by SDM based on early inputs

from the CEF call 2014, SJU’s CBA and latest updated regarding readiness for

implementation of PCP’s enablers. It will be further developed and consulted as part of the

next issue of the DP to be delivered in June 2016. Average operational stakeholders’

investment capacity is known but shall be refined in the context of PCP’s implementation

and in compliance with RP2’s performance targets. EU funding and financing mechanisms

are not at the same stage of development: whilst funding mechanisms through Connecting

Europe Facility (CEF) and Cohesion Fund are well defined with an overall envelop in the

range of 2 to 2,2 billion € of grants, financial mechanisms remains mostly to be defined and

implemented with an overall envelop in the range of 500 million €.

4.3.1 Connecting Europe Facility

With an envelope of about 1,5 to 1,7 billion € over the 2014-2020 timeframe, CEF is the

main source of EU funding to facilitate timely PCP implementation. As such, the frequency

of the CEF Transport Calls for Proposals by INEA sets the frequency for SDM to update the

DP and set optimum technical and operational sequence for the upcoming calls in the light

of what has already been awarded, what remains to be implemented, what’s ready for

implementation by the date of the call and, finally, budget envelope.


178

Grants effect, other than providing funds to sustain the deployment actions decreasing the

request of external finance, have the positive effect to stabilize the context and allow

Implementing Partner’s management to take decisions with less variables in capital

expenditures planning. CEF co-funding rates are up to 50% for ground based investments

and up to 20% for airborne investments.

It is therefore important for the deployment strategy to consider the timing and amounts of

grants of the different CEF Calls.

A first call under CEF has been launched in September 2014 (CEF call 2014) and closed

early March 2015. 110 PCP related implementation projects have been submitted through

five proposals representing a total investment of 850 million € requiring 409 million € of co-

funding. After EC’s evaluation and award decision, 85 projects have been selected for a total

co-funding of 325 million €8.

For the next calls, the latest information obtained from EC is that the CEF Call 2015 will be

launched in November 2015, closing in April 2016. Expected envelope of co-funding for the

CEF call 2015 would be in the range of 700 million €9. Selected projects would be awarded

in September 2016. Contrary to the CEF call 2014 that has been launched prior to SDM’s

selection and DP approval, the CEF call 2015 will be the first call launched on the basis of a

DP (this version) approved by EC, therefore with a true steering effect on the projects to be

submitted.

At least another CEF call is planned by November 2016 closing April 2017 and with awarding

projects in September 2017. As part of its initial risks analysis, SDM has already drawn EC’s

attention to the need to plan for other calls beyond end 2016 in order to better align with

PCP investment profile. Indeed, SJU’s validation planning and standardisation roadmap

already show that not all families of projects in the PCP will be ready for implementation by

end 2016, therefore requiring later calls in 2017 and 2018 to ensure smooth PCP

implementation.

4.3.2 Cohesion fund

The Cohesion Fund is part of the EU Regional Policy framework. The Cohesion Fund is aimed

at the EU Member States whose Gross National Income (GNI) per inhabitant is less than

90 % of the EU average10. It aims to reduce economic and social disparities and to promote

sustainable development.

An envelope of about 500 million € is available through the Cohesion Fund in addition to the

1,5 to 1,7 billion € available through CEF. This envelope would be made available through

a single call that would be launched in parallel to the CEF call 2015. The advantage compared

to CEF is the co-funding rate that could rise up to 85% regardless whether it is ground or

8 Final update of the figures in this paragraph to be performed by the end of SGA’s preparation

(still on-going by the time of drafting) 9 To be updated as required by the time of finalising DP 2015 10 For the 2014-2020 period, the Cohesion Fund concerns 15 Member States: Bulgaria, Croatia,

Cyprus, the Czech Republic, Estonia, Greece, Hungary, Latvia, Lithuania, Malta, Poland, Portugal,

Romania, Slovakia and Slovenia.


179

airborne investment, making the opportunity more appealing compared to the CEF,

especially for the airspace users registered in the Cohesion States.

Preliminary discussions with implementing partners and the EC identified however that

financial resources of the Cohesion Fund envelope earmarked for eligible Member States

had generally been decided by relevant national authorities well before the dates of the calls.

This was in line with priorities identified in the official guidelines and at national level. Up

to now, it seems that most of Cohesion States are not considering the Air Traffic

Management as a priority. If not corrected through adequate and coordinated

lobbying by the SDM and the operational stakeholders from Cohesion States who

are required to invest into PCP implementation before end 2015, this could lead to

the loss of up to 500 million € of co-funding in support to PCP implementation.

Nevertheless, a number of considerations also apply:

Even recognizing that emphasis has been given to the road and railway investments

in the current Cohesion Funds envelope, this does not automatically exclude ATM

investments from eligibility for funding from the Cohesion Fund call(s). Accordingly,

where some Cohesion Fund budget could be considered to be reallocated, it would

be worth to get profit of it and swap up ATM in the priorities list. This would show

interest from the “cohesion States” and might trigger some further consideration on

EC side;

It is on eligible member States convenience to show interest and demonstrate

willingness to invest in this sector to their own Governments. There might be the

opportunity to use unallocated budget for the next calls or to have a new priority in

highlighting ATM. Member States might then consider this investment area for the

new calls and prepare accordingly.

SDM will keep monitoring the timelines EC will set for Cohesion funds as well as

openness from the EC to expand next Cohesion calls toward aviation and ATM

especially. In the meanwhile the Cohesion Fund opportunity is recommended to be

further assessed and considered.

4.3.3 European Investment Bank (EIB) involvement

On the basis of the positive PCP CBA and successful initial discussions, the SDM has started

to involve the EIB as an additional PCP implementation financing channel.

The European Investment Bank (EIB) shown willingness to support the deployment phase

of SESAR (and the implementation of SES in more general terms) by offering a range of

financial products that could include EIB/EC risk-sharing instruments. The Bank offers

attractive interest-rates by passing on the benefits of its AAA funding rates and can lend

large amounts with long loan maturities and long grace periods. It has been also anticipated

that the Bank’s appraisal process could be streamlined to afford time efficient loan approvals.

4.4 Initial findings

This section provides an initial and qualitative assessment of the awarded projects within

the CEF Transport Call 2014.


180

Based on the input from the Implementation Project Managers of the 2014 CEF Call for

Proposals, SDM has reviewed the assessments of a sample of Implementation Projects.

This initial performance assessment is qualitative, without prejudice to the future

quantitative assessment required by the performance assessment and CBA methodology.

Also the guidelines for the assessment have been refined to better capture the essential

inputs that a project manager shall provide to SDM for CBA purpose.

The main results from the qualitative assessment of the awarded projects are as follows:

94% of the projects are qualified as having a positive (29%) or strong positive impact

(65%) on one of the SES Key Performance Areas (Safety, Capacity, Flight Efficiency,

Cost Efficiency).

41% of the projects are qualified as having a strong positive impact on Cost Efficiency,

and 84% of those are addressing ATCO productivity.

40% of the projects are qualified as having a strong positive impact on Safety, 79%

of those are addressing Airport (ground and runway).

28% of the projects are qualified as having a strong positive impact on Flight

Efficiency, 65% of those are addressing Airport/Ground.

20% of the projects are qualified as having a strong positive impact on Capacity, 76%

of those are addressing Airport (ground and runway).

8% of the projects are qualified as interdependent to other projects (either

prerequisites or other kind of interdependency).

When analysing these figures, consideration should be given to the proportion of the

projects in each functionality, approximately 46% being AF2, 19% AF5, 14% AF1, 14% AF3,

and then 6% AF4 and 0% AF6.

Only a more quantitative assessment of the “strong positive impact” can give a better

understanding of the global performance expected from the first wave of projects to

implement the PCP. This will be done using the performance assessment and CBA

methodology described at annex D to the DP and will be an input for the Performance View

in the next issue of the DP to be delivered in June 2016.

4.5 Next steps

Next steps are for the next issue of the DP to be delivered in June 2016 even if most of

them are or will soon be engaged:

Application of the performance assessment and CBA methodology to the whole set

of projects selected as a result from the CEF call 2014 ;

Initialisation of the performance assessment and CBA methodology to the projects

to be submitted as a result from the CEF call 2015 and the Cohesion Fund call 2015

(before award only);

Refinement of performance assessment and CBA methodology in the light of a) first

lessons learnt from early application on projects from calls 2014 and 2015; b)

interactions with PRB, SJU and NM when applying the methodology;

Extension of performance assessment and CBA methodology to also address the final

check;

Verification of compliance with PCP’s global CBA;


181

Gathering of data that could be used to update the global CBA of the PCP in

conjunction with a PCP review when decided by EC.

Results from the above actions being reported through the performance view in the next

issue of the DP to be delivered in June 2016, they will be subject to stakeholders’

consultation.


182

5. Monitoring view

An effective and efficient monitoring of the Implementation projects, submitted and selected

within the frame of 2014 CEF Transport Call and upcoming Calls is pivotal to ensure a timely

implementation of the Deployment Programme. Indeed, only a structured monitoring

process will enable the achievement of the expected performance benefits at

Programme level, taking into account the interdependencies among projects, as well as

the prompt identification of major risks which might impact the Programme, together

with the most suitable mitigation actions.

In particular, the SDM aims at monitoring the progress of the Implementation Projects

in order to have a clear and timely understanding of the overall progress at Deployment

Programme level. Also taking into account the tight timeframe in which DP 2015 has

been developed, the following Chapter embraces both a preliminary overview of the

current status of implementation of the Pilot Common Project throughout Europe (featuring

– within Section 5.1 – the results of the current gap analysis and the outcomes of the

monitoring activities of the IDP Activity Areas and/or Work Packages addressing PCP

prerequisites and facilitators), as well as the presentation of the overall SDM synchronisation

and monitoring approach, which is currently being implemented (described in section 5.2).

5.1 PCP current status of implementation

DP 2015 aims at identifying – through the aforementioned of gaps – all implementation

activities that still need to be undertaken in order to achieve the full PCP

implementation. Such exercise has been performed with the twofold objective to support

ATM stakeholders in the identification of implementation areas to be tackled by

their investments and to avoid significant gaps in the Programme’s implementation,

thus supporting performances’ expectation. The elaboration of such a comprehensive

picture of the overall current PCP deployment status is based on two main aspects:

DP 2015 Gap analysis: such analysis has been by SDM in strict cooperation with

the operational stakeholders and with the support of the Network Manager, in order

to identify, per each Family, those implementation initiatives still needed towards the

full PCP implementation;

IDP Execution Progress Report (IEPR) Recommendations and Status Update:

the monitoring of the IDP Activity Areas and/or Work Packages addressing PCP

prerequisites and facilitators has been performed by the SDM with the full

consideration of the recommendations included in the IEPR released in February 2015;

Both streams have been addressed consulting to the maximum extent possible the

interested operational stakeholder: such involvement has been sought with the aim to

provide an up-to-date implementation status of the Programme by either confirming the

results of such preliminary analysis or, in case of existing planned activities, to modify it

accordingly.


183

5.1.1 DP 2015 Gap Analysis

The gap analysis initialized in DP v1 has been significantly enhanced through a further direct

involvement of all relevant operational stakeholders: the analysis, building on the inputs

provided by Airspace Users, ANSPs and airport operators through ad-hoc templates and

surveys developed by SDM, now aims at detailing the nature of the gap identified. In

particular, with regard to the ground stakeholders, nine categories of implementation

status have been identified, plus a tenth one in case no information is available. For each

family, a graphical representation of this information is provided in the following pages,

associating to each implementation status a specific color.

Specifically, for AF 1 and AF 2, the 25 airports included in the Pilot Common Project,

related feeding TMAs and en-route sectors, are indicated, whilst for other AFs the relevant

EU countries are mentioned. It is also worth noting that the implementation initiatives

critical to the improvement of the performance at network level, identified by the

Network Manager in the latest version of the European Network Operations Plan (2015-

2019) released in March 2015, have been also labelled with a blue “N” symbol.

It is worth noting that the current snapshot of ground gaps included in the Programme is

the result of the integration of feedbacks gathered from the ANSPs and from the

Airport operators’ perspective, aiming at providing a “common” overview of which

implementation activities are still to be performed on ground side. Detailed feedback

received from both stakeholders’ categories will however be taken in the upmost

consideration during the elaboration of future versions of the Programme, potentially

leading to a further expansion and development of the monitoring view.

With regard to the Airspace Users (AUs), the gap analysis has been performed through a

survey in cooperation with the airspace user associations, targeting those families impacting

the AUs. In order to identify where further projects would be needed in order to deliver the

Family's scope already fully implemented (not a gap);

Submitted project(s) for which CEF financing has already been requested, although the full family's implementation will not be covered;

Implementation in progress but for which co-financing through CEF Calls have not been requested and/or not awarded;

Partial coverage in terms of involved Stakeholders

No information available

Submitted project(s) for which CEF financing has already been requested; its/their realisation will ensure the full family's implementation coverage (not a gap)

Implementation planned but for which co-financing through CEF Calls have not been requested and/or not awarded;

Partial coverage in terms of scope (not all the necessary functionalities have been implemented;

Complete lack of any implementation initiative

Not Applicable (not a gap)


184

PCP and to address the needs of the Airspace Users community, two questionnaires have

been developed, one on PCP-related flight planning capabilities, the other one on

aircraft capabilities and airspace user’s readiness to make use of avionic functionalities

on their aircraft and their operational readiness (Operational Approval / Flight Crew

Trained). This network-centric approach, due the nature of the AU stakeholders,

complemented the gap analysis of the ground stakeholders - focused on the geographical

scope of each ANSPs and airport.

For those families whose full deployment will require additional implementation activities

from the Airspace Users, a specific text is added to the charts.

It is worth noting that the gap analysis represents a living picture of the actual status of

SESAR implementation thus, as such, to be constantly kept updated through

SDM synchronization and monitoring of the Programme.


185

AF 1 – Extended Arrival Management and Performance Based Navigation

in the High Density TMAs

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

1.1.1 Basic AMAN

N.B. No information available for Istanbul Ataturk Airport

N

N

N

Chart KeyFamily’s scope fully implemented

Submitted projects (partial coverage)

Implementation in progress (no CEF funding requested/awarded)

Partial coverage (Stakeholders)


Submitted projects (full coverage)

Implementation planned ((no CEF funding requested/awarded)

Partial coverage in terms of scope (functionalities)


Not applicable

N Initiatives critical for Network performance improvement

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

1.1.2 AMAN Upgrade to include Extended Horizon


N

N

N

NB – Feeding TMA and en-route sectors for the 25 airports shall be considered







Implementation planned (no CEF funding requested/awarded)



Not applicable



186

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

1.2.1 RNP Approaches with vertical guidance


N

N

N










Not applicable


Airspace Users needing enhancementsof their aircraft capabilities (with regard to

RNP1, RNP APCH LNAV, RNP APCH LNAV / VNAV with APV, RNP AR, LPV EGNOS (SBAS) and GLS (GBAS))

have to be considered as part of the list of gaps

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

1.2.2 Geographic Database for Procedure Design


N

N

N










Not applicable



RNP1, RNP APCH LNAV, RNP APCH LNAV / VNAV with APV, RNP AR and RF legs) have to be

considered as part of the list of gaps


187

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

1.2.3 RNP 1 operations in high density TMAs (ground capabilities)


N

N

N

NB – Feeding TMA sectors for the 25 airports shall be considered










Not applicable


FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

1.2.4 RNP 1 operations in high density TMAs (aircraft capabilities)

N

N

N

NB – Feeding TMA sectors for the 25 airports shall be considered










Not applicable



RNP1, RNP APCH LNAV, RNP APCH LNAV / VNAV with APV, RNP AR and RF legs) have to be



188

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

1.2.5 Implement Advanced RNP routes below Flight Level 310


N

N

N

NB – Feeding TMA and en-route sectors for the 25 airports shall be considered










Not applicable


Airspace Users needing enhancementsof their aircraft capabilities

(with regard to RNP1 and RF legs ) have to be



189

AF 2 – Airport Integration and Throughput

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

2.1.1 Initial DMAN


N

N

N










Not applicable


FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH



N

N

N










Not applicable



190

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

2.1.3 A-CDM


N

N

N










Not applicable


Airspace Users needing updates oftheir Computer Flight Planning Systems


FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH



N

N

N










Not applicable



191

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH



N

N

N










Not applicable


FCO

MXP

MAD

ORY

DUBGAT

FRA

AMS

MUC

DUS

CPH

OSL

LHR

MAN

VIE

ZRH



N

N

N










Not applicable



192

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

2.4.1 A-SMGCS Routing and Planning Functions


N

N

N










Not applicable


FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

2.5.1 Airport Safety Nets associated with A-SMGCS (Level 2)


N

N

N










Not applicable



193

FCO

MXP

PMIBCN

MADNCE

ORYCDG

DUBGAT

FRA

AMS

MUC

DUS

BER

CPH

ARN

OSL

LHR

STN

MAN

VIE

BRU

ZRH

2.5.2 Implement Aircraft and Vehicle Systems contributing to Aircraft Safety Nets


N

N

N










Not applicable



194

AF3 – Flexible Airspace Management and Free Route

3.1.1 (Initial) ASM Tool to support AFUA

MUAC

N

N

N N

N












Not applicable


N


MUAC

N

N

N

N N

N

Network Manager has to be considered as a gap

Chart Key

Family’s scope fully implemented









Not applicable





195

3.1.3 Full rolling ASM/ATFCM process and ASM information sharing

MUAC

N

N

N

N N

N










Not applicable





3.1.4 Management of Dynamic Airspace Configurations

MUAC

N

N

N

N N

N










Not applicable






196

3.2.1 Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCT) and Free Route Airspace (FRA)

MUAC

N

N

N

N N

N










Not applicable





3.2.3 Implement Direct Routings (DCTs)

MUAC

N

N

N

N N

N










Not applicable






197


MUAC

N

N

N

N N

N










Not applicable






198

AF4 – Network Collaborative Management

4.1.1 STAM Phase 1

MUAC

N

N

N

N N

N










Not applicable


4.1.2 STAM Phase 2

MUAC

N

N

N

N N

N










Not applicable






199


MUAC

N

N

N

N N

N










Not applicable




MUAC

N

N

N

N N

N










Not applicable






200


MUAC

N

N

N

N N

N










Not applicable



4.3.1 Target Time for ATCFM purposes

MUAC

N

N

N

N N

N










Not applicable






201

4.3.2 Reconciled Target Times for ATFCM and arrival sequencing

MUAC

N

N

N

N N

N










Not applicable



4.4.2 Traffic Complexity Tool

MUAC

N

N

N

N N

N










Not applicable




202

AF5 – Initial SWIM

5.1.1 PENS 1 – Pan-European Network Service v.1

MUAC

N

N

N

N N

N










Not applicable


5.1.2 Future PENS – Future Pan-European Network Service

MUAC

N

N

N

N N

N










Not applicable




203


MUAC

N

N

N

N N

N










Not applicable



5.2.1 Stakeholders Internet Protocol Compliance

MUAC

N

N

N

N N

N










Not applicable




204

5.2.2 Stakeholders SWIM Infrastructure Components

MUAC

N

N

N

N N

N










Not applicable



5.3.1 Upgrade / Implement Aeronautical Information Exchange System / Service

MUAC

N

N

N

N N

N










Not applicable




205

5.4.1 Upgrade / Implement Aeronautical Information Exchange System / Service

MUAC

N

N

N

N N

N










Not applicable



5.5.1 Upgrade / Implement Cooperative Network Information Exchange System / Service

MUAC

N

N

N

N N

N










Not applicable




206

MUAC

5.6.1 Upgrade / Implement Flight Information Exchange System / Service

N

N

N

N N

N










Not applicable




207

AF6 – Initial Trajectory Information Sharing

6.1.1 FDP Upgrade in preparation of integration of aircraft flight data prediction

MUAC

N

N

N

N N

N










Not applicable



6.1.2 Air Ground Data Link deployment for A/G Communication

MUAC

N

N

N

N N

N










Not applicable



CPDLC VDLM2 / ATN) have to be



208

High-level Conclusions of AU Gap Analysis Surveys


MUAC

N

N

N

N N

N










Not applicable



MUAC

N

N

N

N N

N










Not applicable



CPDLC FANS (ADS-C) have to be considered as part of the list of gaps


209

40 airlines have provided feedback to the SDM (75% from EU/EAA), including all major

European hub carriers and point-to-point carriers. With respect to the number of

commercial aircraft, number of departures/arrivals and market share, the outcome of this

survey reflects a representative snap-shot of the current state-of-play on airspace user side,

which will however be constantly kept updated through SDM synchronisation and monitoring

of the Programme.

Regarding the gap analysis on flight planning capabilities most airlines refer to the

need for synchronized implementation of the Network Manager systems, the ANSPs systems

and their Computer Flight Planning System Providers (CFSPs) systems. So the involvement

of the airspace users to upgrade their flight plan systems capabilities would become a key

factor for success. Due to the nature of the airlines, using the whole European airspace,

the NM system availability for AF4 families and the ANSPs readiness throughout the network

are key factors. The synchronization task of the SDM towards ANSPS, AUs and NM will

have highest priority in planning, executing and monitoring a harmonized implementation.

Regarding the gap analysis on aircraft capabilities and operational readiness, the

differences between the percentage of aircraft equipped and the percentage of crews trained

and their operational approvals became obvious. Having in mind that crew training is a

costly process for the airlines and would be only performed if the approaches / procedures

can be actually used in the network wide operational environment. The synchronized

implementation of the respective families together with ANSPs and airports are key factors

for successful implementation again. Airlines crew training should be part of PCP

implementation, as well as the required aircraft equipment and avionics deployment.

As a general recap, Airspace Users have to be considered as significantly affected by the

deployment of the following families:

- 1.2.1 RNP Approaches with vertical guidance

- 1.2.2 Geographic database for procedure design

- 1.2.4 RNP1 operations in high density TMAs (aircraft capabilities)

- 1.2.5 Implement Advanced RNP routes below Flight Level 310

- 3.1.1 (Initial) ASM tool to support AFUA

- 3.1.2 ASM management of real time data

- 3.1.3 Full rolling ASM/ATFCM process and ASM information sharing

- 3.1.4 Management of Dynamic Airspace Configurations

- 3.2.1 Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCT)

and Free Route Airspace (FRA)

- 3.2.3 Implement Direct Routings (DCTs)

- 3.2.4 Implement Free Route Airspace

- 4.1.2 STAM Phase 2

- 4.2.3 Interface ATM systems to NM systems

- 4.3.1 Target Time for ATCFM purposes

- 6.1.2 Air Ground Data Link deployment for A/G Communication


210

5.1.2 IDP Execution Progress Report (IEPR) Recommendations and Status Update

IDP Activity Areas’ (AA) recommendations were taken on board by SDM as follows:

Interim Deployment Programme

Work Package AA1 Work Package 1.1 – AFP automatically generated

The related IDSG recommendations have been taken into account and included as part of the description of Family 4.2.3, therefore

SDM will continue its monitoring accordingly.

The following information was gathered by SDM in cooperation with the Network Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status.

Status Update

Austria

System change fully implemented in 2017.

Automated AFP messages partly available end 2015. (Approved tests by NM)

Planned update by end 2017, details not yet clear, awaiting NM workshop end June 2015 in Brussels.

Requirements not fully clear, final implementation 2018

Belgium AFP not deployed, FSA not deployed

Bulgaria AFP Deployed but not integrated

Croatia AFP Deployed but not integrated; no change depend on COOPANS Platform

Cyprus AFP not deployed;

Czech Republic AFP Deployed but not integrated

Denmark

FSA deployed in operational use

Automated AFP messages being implemented May 2015 (Approved tests by NM)


Requirements not fully clear, and COOPANS/Top Sky might need a Concept update.

Study has to be performed for implementation 2020

Estonia Deployed but not integrated;

Finland AFP Deployed but not integrated


211

France AFP not deployed

Germany AFP Deployed but not integrated

Greece AFP Deployed and fully integrated

Hungary AFP Deployed but not integrated

Ireland

System change fully implemented in 2017



Requirements not fully clear, final implementation 2018

Italy Full implementation of AFP message in ADEXP format by 30/06/2015

Latvia AFP Deployed but not integrated

Lithuania AFP Deployed and fully integrated

Luxembourg AFP not deployed

Malta AFP deployed but not fully integrated

MUAC AFP has been tentatively implemented, but is not yet integrated in the NM operational system

(target date end 2015)

Network Manager AFP CPR FSA Fully deployed / EFPL and OAT FPL not deployed

Netherlands AFP Deployed and fully integrated

Norway AFP Deployed but not integrated

Poland

CPR, FSA, ACH and APL messages are deployed and used operationally.

AFP is implemented in the ATM system but not integrated with NM systems - further modifications

required by system manufacturer

Portugal Deployed and fully integrated; Submitted projects in 2014 CEF Call;

Romania AFP Deployed but not integrated

Slovakia AFP not deployed

Slovenia AFP Deployed but not integrated


212

Spain AFP Fully deployed and integrated

Sweden



Requirements not fully clear, and COOPANS/Top Sky might need a Concept update.

Study has to be performed for implementation 2020

Switzerland AFP Deployed and fully integrated

United Kingdom AFP not deployed


213


Work Package AA1 Work Package 1.2 – STAM Phase 1

The related recommendations have been taken into account and included as part of the description of Family 4.1.1, therefore SDM will continue its monitoring.

The following information was gathered by SDM in cooperation with the Network Manager, while also consulting, to the maximum extent possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status. Operational

Status Update

Austria 90% deployed (2017)

Belgium Planned to deploy occupancy counts in Brussels FMP in 2015

Bulgaria STAM Phase 1 not planned for Bulgaria;

Croatia Planned to deploy STAM by Zagreb FMP within 2015-2019

Cyprus Planned to deploy STAM by Nicosia FMP within 2015-2019

Czech Republic Planned to deploy STAM by Prague FMP within 2015-2019

Denmark Not applicable

Estonia No plans submitted

Finland Partially deployed (use of occupancy counts, Civil/MIL flexible ASM)

France Fully deployed

Germany As other stakeholder already reported (France, MUAC, Austria), DFS centres currently already use

“Occupancy Counts“ as well as STAM measures in the tactical ATFCM on a bilateral basis by phone

Greece Planned to deploy STAM by Athens FMPs within 2015-2019

Hungary No plans submitted

Ireland 90% deployed (2017)

Italy STAM Phase 1 implemented by 31/12/2015

Latvia No plans submitted


214

Lithuania No plans submitted

Luxembourg No plans submitted

Malta No plans submitted

MUAC Fully deployed

Network Manager Fully deployed

Netherlands No plans submitted

Norway No plans submitted

Poland STAM Phase 1 selected elements and measures have been implemented in 2014. Additional STAM elements will be put into operations after vertical split off ACC sectors (2016-2019).

Portugal Planned to deploy STAM by Lisbon FMPs within 2015-2019

Romania No plans submitted

Serbia No plans submitted

Slovakia Planned to deploy STAM by Bratislava FMPs within 2015-2019

Slovenia Planned to deploy STAM by Ljubljana FMPs within 2015-2019

Spain

According to LSSIP 2014 (FCM04), not planned yet. STAM phase 1 trial is being tested in Barcelona

ACC. Although the first outcomes from the trial are satisfactory, the used occupancy parameters still

need some refinement. Therefore the implementation is still pending final decision.

Sweden No plan, not applicable to Sweden. Civil-Military operation integrated

Switzerland Fully deployed

United Kingdom Fully deployed (London FMP); Planned to deploy STAM by Prestwick FMP within 2015-2019


215


Work Package AA2 Work Package 2.1 – Rolling ASM / ATFCM processes



Status Update

ASM / ATFCM Processes ASM Tools Deployment

Austria Partial implementation (AUP to NM) ASM tool deployment planned in NOP

Belgium Partial implementation (AUP to NM; at least 1

UUP) Fully deployed

Bulgaria Partial implementation (AUP to NM; at least 1 UUP)

Fully deployed

Croatia Partial implementation (AUP to NM; at least 1 UUP)

LARA deployment in progress

Cyprus Partial implementation (AUP to NM; at least 1 UUP)


Czech Republic Partial implementation (AUP to NM; at least 1 UUP)

Fully deployed

Denmark Partial implementation (AUP to NM; at least 1

UUP) ASM tool deployment not planned

Estonia no AUP/UUP to NM Submitted Projects in 2014 CEF Call

Finland Partial implementation (AUP to NM; at least 1

UUP)

Own Civil Military ASM system deployed, LARA

deployment in progress

France Partial implementation (AUP to NM; at least 1

UUP) Fully deployed

Germany Partial implementation (AUP to NM) Fully deployed

Greece Partial implementation (AUP to NM; at least 1

UUP) ASM tools deployment not planned

Hungary Partial implementation (AUP to NM; at least 1 UUP)



216

Ireland No AUP to NM LARA deployment in progress

Italy Rolling ASM/ATFCM implementation is ongoing.

Full implementation is foreseen by 31/12/2021 ASM tools deployment not planned

Latvia No AUP to NM Fully deployed

Lithuania Partial implementation (AUP to NM) LARA deployment in progress

Luxembourg no AUP/UUP to NM ASM tools deployment not planned

Malta no AUP/UUP to NM ASM tools deployment not planned

MUAC

Deployed for Belgium, in preparation for Netherlands (planned for end 2015), under discussion for Germany

Fully deployed

Network Manager Full Rolling ASM/ATFCM process not fully deployed Fully deployed

Netherlands Partial implementation (AUP to NM; at least 1 UUP)

Installation of ASM system at Dutch Air Forces is

scheduled for 2015 at MUAC and 2016 in MoD

Norway Partial implementation (AUP to NM) LARA deployment in progress

Poland Partial implementation (AUP to NM; at least 1

UUP)

Fully deployed;

Upgrade to be included into the INEA Call 2015

Portugal Partial implementation (AUP to NM) Submitted Projects in 2014 CEF Call

Romania Partial implementation (AUP to NM; at least 1 UUP)

Fully deployed

Slovakia Partial implementation (AUP to NM; at least 1 UUP)

ASM tools deployment not planned

Slovenia No AUP to NM ASM tools deployment not planned

Spain Partial implementation (AUP to NM; at least 1 UUP)


Sweden Partial implementation (AUP to NM; at least 1 UUP)


Switzerland Partial implementation (AUP to NM) Fully deployed


217

United Kingdom Partial implementation (AUP to NM; at least 1

UUP) Fully deployed


218


Work Package AA2 Work Package 2.3 – Free Route



Status Update

Austria Final implementation depends on study, 2020

Belgium Not applicable (do not provide ATS over FL 310)

Bulgaria FRA Night Deployed

Croatia FRA Night Deployed (airspace controlled by Zagreb and Belgrade ACCs); Some improvements in ATM

system necessary. Final implementation depend on study - 2020

Cyprus FRA H24 Nicosia FIR listed in NOP for 2015

Czech Republic H24 DCT above FL245 deployed; FRA study project for FABCE; FRA list in NOP from 2015 onwards

Denmark FRA H24 above FL 285 deployed; Submitted projects in 2014 CEF Call (Borealis)

Estonia Submitted projects in 2014 CEF Call (Borealis)

Finland FRA Night Deployed; Submitted projects in 2014 CEF Call (Borealis); NEFAB and DK-SE FAB in process to implement FRA in November 2015, continue to integration with UK/IR FAB 2018

France Within FABEC free route project (INEA funding requested)

Germany Within FABEC free route project (INEA funding requested)

Greece Submitted projects in 2014 CEF Call

Hungary FRA H24 deployed; FRA study project for FABCE

Ireland FRA H24 deployed; 2020: Borealis FRA planned

Italy Implementation of full Free Route Airspace above FL365 is foreseen in the second half 2016

Latvia Submitted projects in 2014 CEF Call (Borealis)


219

Lithuania FRA plan listed in NOP (2016)

Luxembourg Not applicable (do not provide ATS over FL 310)

Malta FRA plan listed in NOP (2016)

MUAC FRA-DCT deployed H24, more FR will be added in the coming years via FABEC Free Route project

Network Manager N/A as not ATS provider

Netherlands Not applicable (do not provide ATS over FL 310)

Norway Submitted projects in 2014 CEF Call (Borealis)

Poland FRA Planned from 2017 onwards

Portugal FRA H24 deployed

Romania FRA Night Deployed

Slovakia FRA study project for FABCE; FRA plan listed in NOP (2016)

Slovenia FRA study project for FABCE; FRA plan listed (2015-2019)

Spain DCT night deployed; H24 DCTs deployed in Madrid; ACC Santiago (SAN) and Asturias (ASI) sectors, FL245 - FL460

Sweden DK-SE FAB implemented and integration with NEFAB in process to implement November 2015,

continue to integration with UK/IR FAB 2018

Switzerland FRA plan listed in NOP (2019)

United Kingdom Submitted projects in 2014 CEF Call (Borealis)


220


Activity Area AA 3 – Airport CDM



Status Update

London Heathrow Implemented

Paris CDG Implemented

London Gatwick Implemented

Paris Orly On-going (2016)

London Stansted On-going (2015 according to NM)

Milan Malpensa Implemented

Frankfurt International Implemented

Madrid Barajas In operation since July 2014

Amsterdam Shiphol On-going (2016)

Munich Franz Josef Strauss Implemented

Rome Fiumicino Implemented

Barcelona El Prat To be implemented in June 2015

Zurich Kloten Implemented

Düsseldorf International Implemented

Brussels National Implemented

Oslo Gardemoen Implemented

Stockholm Arlanda Not fully implemented and certified (Dependent on initial DMAN to be fully certified)

Berlin Brandenburg Airport Implemented at SXF for current airport configuration; to be updated at BER in future

Manchester Ringway On-going (2016)

Palma De Mallorca Son San Juan Planned December 2016

Copenhagen Kastrup On-going


221

Vienna Schwechat Locally implemented since June 2014, full implementation planned by mid-2016

Dublin On-going (Q4 2016)

Nice Côte d'Azur On-going (2018)

Istanbul Ataturk Airport No information available


222


Activity Area AA4 – Data Link

The related recommendations have been taken into account and included as part of the description of Family 6.1.2. Data link is a mandatory prerequisite to AF6. However, at this stage, there is still uncertainty regarding the most appropriate airborne and ground

based technologies to be implemented to enable the functionality. Furthermore, the results of the SESAR-JU validation in 2016 could be not available in time to allow the stakeholders to submit new Datalink projects for the CEF Transport Call 2016.

The following information was gathered by SDM in cooperation with the Network Manager, while also consulting, to the maximum extent

possible, the impacted operational stakeholders, in order to get an up-to-date picture of the implementation status.

Status Update

Austria Deployed (Vienna ACC)

Belgium Not applicable (not provide ATS above FL 310)

Bulgaria No plans in NOP

Croatia Submitted projects in 2014 CEF Call

Cyprus planned in NOP 2016

Czech Republic Planned in 2016 (NOP)

Denmark Deployed (Copenhagen ACC); Submitted projects in 2014 CEF Call

Estonia Planned in 2017 (NOP)

Finland Planned in 2018 (NOP)

France

Submitted projects in 2014 CEF Call (4-Flight), including AGDL components for Reims and Marseille ACCs. Plan in NOP (Bordeaux and Brest ACCs 2018, Paris ACC 2017); Air France submitted projects for the DL deployment on Aircraft

Germany

Deployment already done in accordance to Commission Regulation (EC) No 29/2009 of 16 January 2009

Lufthansa submitted projects for the retrofit of Airbus A319 and A320 fleet (105AF6)

Greece No plans in NOP


223

Hungary Deployed. Operations to start in November 2015

Ireland Deployed (Shannon ACC)

Italy Planned in 2015/2016

Latvia No plans in NOP

Lithuania Planned in 2018 (NOP)

Luxembourg Not applicable (does not provide ATS above FL 310)

Malta Planned in 2016 (NOP)

MUAC Deployed

Network Manager N/A (no ATS service)

Netherlands Not applicable (does not provide ATS above FL 285)

Norway Planned in 2018 (NOP)

Poland Planned in 2016/17 (NOP)

Portugal Planned in 2018 (NOP)

Romania No plans in NOP

Serbia Planned in 2018 (NOP)

Slovakia Planned in 2016 (NOP)

Slovenia Planned in 2016 (NOP)

Spain Planned in 2016 (NOP)

Sweden Implemented: functionality/capability to be investigated- performance and capacity oriented

Switzerland Deployed ( Geneva and Zurich ACCs)

United Kingdom Deployed (Swanwick and Prestwick)


224

Interim Deployment Programme Work Package

AA5 Work Package 5.1 – OLDI Migration from X25 to IP

The related recommendations have been taken into account and included as part of the description of Family 5.2.1, therefore SDM will

continue its monitoring.


Status Update

FMTP IP Services

Austria FMTP finished

finished 95%

Investment foreseen for PENS-2 and X-Bone upgrade

Belgium No additional information Submitted projects in 2014 CEF Call

Bulgaria No additional information No additional information

Croatia 02/2015 FMTP implemented with all neighbouring

units (5xIPv6, 2xIPv4) Currently PENS-1 and X-Bone used. Investment

foreseen for PENS-2 and X-Bone upgrade

Cyprus No additional information No additional information

Czech Republic FMTP implementation to be finished by end 2015 No additional information

Denmark OLDI over IP v6 and V4 operationally deployed.

Some radar data deployed over IP as well Submitted projects in 2014 CEF Call

Estonia FMTP implementation to be finished by mid-2015 No additional information

Finland FMTP implementation to be finished by mid-2015 No additional information

France FMTP implementation to be finished by Q1 2015 IP readiness

Germany In preparation – Blue profile in ICAS 2020 IP readiness; in preparation - Blue profile in ICAS

2020

Greece No additional information No additional information

Hungary No additional information No additional information


225

Ireland In process, expected completion end 2016 This is expected to be completed by end 2016

Italy Complete migration to IPV6 is foreseen by

30/06/2015 Complete migration to IPV6 is foreseen by

30/06/2015

Latvia No additional information No additional information

Lithuania No additional information No additional information

Luxembourg No additional information IP readiness

Malta FMTP implementation to be finished by end 2015 Upgrade planned

MUAC FMTP implementation to be finished by end 2015 IP readiness

Network Manager No additional information IP readiness

Netherlands No additional information IP readiness

Norway No additional information No additional information

Poland

ATM system and telecommunication infrastructure are ready for FMTP. Ongoing FMTP migration will

be finished by the end of 2015. IP readiness

Portugal FMTP implementation to be finished by end 2015 IP readiness

Romania No additional information IP readiness

Serbia No additional information No additional information

Slovakia No additional information IP readiness

Slovenia No additional information No additional information

Spain

FMTP in operational service in the following links:

* Madrid ACC - Lisbon ACC * Seville ACC - Lisbon ACC * Canarias ACC - Lisbon ACC

FMTP deployed and ready for use in the rest of OLDI

links with neighbouring ACCs (Porto, Brest, Bordeaux, Marseille, Shanwick), awaiting for their readiness

Confirmed plan, as expressed in INEA-call 2014


226

Sweden COOPANS/TopSky is FMTP compliant

COOPANS/TopSky exploits OLDI over IP. LFV are

and will continue to invest in ATN IP networks, for capacity, resilience and redundancy reasons,

service related.

Switzerland No additional information No additional information

United Kingdom No additional information IP readiness


227


Activity Area AA6 – RNP Approach

The related recommendations have been taken into account and included as part of the description of Family 1.2.1, therefore SDM will continue its monitoring, also in line with EASA PBN IR currently under consultation phase.


Status Update

London Heathrow No additional information

Paris CDG Project submitted in 2014 INEA Call (051AF1)

London Gatwick No additional information

Paris Orly No additional information

London Stansted No additional information

Milan Malpensa No additional information

Frankfurt International RWY 07 +18 is covered by the project presented in 2014 CEF Call (044AF1). This project merely addresses departures and not arrivals

The rest within next Call

Madrid Barajas Confirmed RNP APCH plan for Madrid, as expressed in INEA-call 2014 061AF1b, with

dateline October 2020

Amsterdam Shiphol A first step on one runway has been included in a project submitted in 2014 CEF Call

Munich Franz Josef Strauss Included in the first version of project 044AF1 in 2014 CEF Call, deferred to next Calls because of timeline. NM-NOP analysis states full deployment at Munich.

Rome Fiumicino No additional information

Barcelona El Prat Confirmed RNP APCH plan for Barcelona, as expressed in INEA-call 2014 061AF1b, with dateline January 2019

Zurich Kloten NM-NOP analysis states partial deployment in Zürich.

Düsseldorf International Included in the first version of project 044AF1, should go with next call because of timeline

Brussels National Project submitted in 2014 INEA Call (013AF1)


228

Oslo Gardemoen NM-NOP analysis states full deployment in Oslo.

Stockholm Arlanda 2 RNP approach procedures implemented to 2 runways at Arlanda. Ambitions to implement RNP based approach-procedure to other runways in the future. Operational implementation planned end 2022

Berlin Brandenburg Airport Was included in the first version of project 044AF1 in 2014 CEF Call, but deferred to next Calls because of timeline.

Manchester Ringway No additional information

Palma De Mallorca Son San Juan Confirmed RNP APCH plan for Palma, as expressed in INEA-call 2014 061AF1a, with dateline

July 2017

Copenhagen Kastrup No actual plan, study ongoing with CPH airport authority and depending on the PBN IR.

COOPANS Platform Roadmap (NAVIAIR) to support concept by end 2020

Vienna Schwechat In roll out face according to EASA PBN Implementing Rule. Many RNP Approaches Implemented in Austria (SBAS, BARO-VNAV, RNP-AR)

operational implementation planned on COOPANS Platform end 2022

Dublin LNAV/VNAV implemented in Dublin operational implementation planned end 2022

Nice Côte d'Azur No additional information

Istanbul Ataturk Airport No additional information


229


Work Package AA7 Work Package 7.1 – CDO/CCO Applications

This activity has not included in the analysis, considering that it is not related to PCP AFs.


230

5.2 SDM Synchronisation and Monitoring

SESAR synchronized deployment is at the core of SDM mission, and encompasses all

three phases of the Programme: planning, execution and monitoring. With that in mind,

SDM has developed a comprehensive approach which on one hand, entails the adoption of

an ad-hoc synchronization methodology (§ 5.2.1), and on the other hand provides for

exhaustive SDM monitoring guidelines (§ 5.2.2) – which are pivotal to ensure that the

synchronization activities are continously and exhaustively fed by up-to-date implementation

data.

5.2.1 Synchronization approach

In order to ensure the synchronized deployment of the DP, the SDM will apply a

comprehensive methodology which covers four interconnected phases, as outlined in the

following chart.

Fig. 9 – Overall DP Synchronization Methodology

In particular, the applied methodological approach envisages the following phases:

1. Preliminary activities (DP elaboration): during the DP elaboration, the SDM

identifies the sequencing and synchronization needs at family level and defines the

relevant milestones to be monitored to ensure a coordinated deployment. In

particular, such approach has been implemented during the elaboration of the DP

2015 and will be re-iterated for updating purposes during any major evolution of the

Deployment Programme.

In this phase, two steps are envisaged:

Bid phase Execution phase

• Preliminary assessment

of Famil ies coverage

• Preliminary

synchronisat ion

analysis at stakeholder

group level

• Preliminary

synchronisat ion

analysis at individual

stakeholder level

• Preliminary analysis of

local civi l – military

coordinat ion

• Preliminary analysis of

proposed IPs

deployment dates

• Assessment of

submit ted proposals

• Awarding

recommendat ions

elaborat ion

• Ident if icat ion of

common deliverables

Preliminary

activit ies

(DP elaboration)

Pre-bid phase


synchronizat ion

needs at “family

level”


common monitoring

milestones

• Awarded IPs

mapping

• Cont inuous

monitoring and

coordinat ion

• Permanent

informat ion sharing

DP Synchronisation Methodology

1 2 3 4


231

a) Identification of synchronization needs at “family level” - the families

included into the DP are analysed in order to identify:

1. the synchronisation needs related to the affected Stakeholders groups:

i. within each family

ii. among different families (families can be in different AFs)

2. the synchronisation needs related to the sequencing of the families themselves,

through the identification of the IOC and FOC of each family

b) Identification of common monitoring milestones: in order to facilitate the

synchronised deployment of the Programme, the SDM identified a set of “common”

milestones to be monitored during the execution phase. In particular:

1. Common milestones to be applied by all the IPs.

2. Common milestones at “Family level”, to be applied by each Implementing

Partner on the basis of the relevant Family of reference. Such milestones are

included in the “IP Template” to be filled in by the operational stakeholders in

order to submit the respective proposals.

The establishment of this set of common milestones support the definition of a

consistent “monitoring framework” which will facilitate the prompt detection by the

SDM of delays during the IPs implementation, which might have a negative impact

on the synchronisation dimension.

2. Pre-bid phase: during the pre-bid phase, the “Indications of Interest” provided by

the operational stakeholders are analysed by the SDM in order to verify that

synchronization needs at “IP level” have been taken in duly account; it is worth noting

that, during this phase, the SDM interacts with operational stakeholders in order to

provide support in the identification of synchronization needs to be considered in the

elaboration of IP proposals.

In particular, the following activities are performed:

a) Preliminary assessment of Families coverage: the “indications of interest”

submitted by the operational stakeholders are analysed by the SDM in order to

understand:

1. The relevance of the content of each proposed project with the scope of the

respective Family.

2. The extent to which each proposed project is able to cover the identified Family

level “gaps” that have an impact on the synchronisation dimension

Such activity can lead to interactions between the SDM and the operational

stakeholders in order to further align the proposed projects’ content with the

respective Family and increase the gaps coverage level.

b) Preliminary synchronisation analysis at stakeholder group level: each

“indication of interest” submitted by the operational stakeholders is analysed by

the SDM in order to identify, on the basis of the synchronisation needs analysis

performed at Family level in the previous phase, the operational stakeholder

groups (ANSPs, Airport Operators, Airspace users, MET service providers) which

need to be involved and synchronised.


232

c) Preliminary synchronisation analysis at individual stakeholder level: once

the stakeholder groups to be involved and synchronised in the proposed projects

have been identified, the SDM verifies if all the affected individual stakeholders

have been taken into account within the “indications of interest”. The SDM can

interact with Level 3 in order to propose the involvement of specific individual

stakeholders in the “indications of interest” so as to facilitate a synchronised

deployment.

Moreover, in this phase the SDM can suggest the consolidation of several

“indications of interest” into a single proposal, encompassing all the individual

stakeholders whose specific implementation activities need to be conducted in a

synchronised manner.

d) Preliminary analysis of local civil – military coordination: in order to ensure

that also military stakeholders are taken in duly account in the synchronisation

process, the SDM analyses the “indications of interests” in order to verify:

1. If civil – military coordination at local level has been conducted in order to

identify synchronisation needs and avoid any adverse effect on the military

operations.

2. If military stakeholders need to be integrated within individual proposed

projects so as to ease the synchronisation process.

If the analysis proves the necessity of military involvement and no coordination

at local level was done before, SDM interacts with the operational stakeholders to

trigger the coordination with the military authorities at local level to ensure the

synchronisation.

e) Preliminary analysis of proposed IPs deployment dates: the “indications of

interest” are analysed by the SDM with respect to the deployment dates proposed

by the operational stakeholders, in order to verify their compatibility with the need

to ensure a synchronised deployment.

If needed, during this step the SDM can interact with the operational stakeholders

in order to propose a potential fine-tuning of the proposed deployment dates so

as to foster the synchronised sequencing of deployment activities at IPs level.

3. Bid phase: once proposals have been submitted by operational stakeholders, the

SDM assesses them taking into account – among the other aspects – the extent to

which the proposed projects are able to ensure a synchronized deployment of the DP,

taking into account key elements such as the proposed implementation dates, the

operational stakeholders involved and the coordination with the military.

In particular SDM will:

a) Assess the submitted proposals: each proposal submitted by the operational

stakeholders is analysed by the SDM with respect to the extent to which:

1. The proposed project is able to cover existing “gaps” at Family level.

2. The relevant stakeholders which are needed to ensure/facilitate a

synchronised deployment have been integrated into the project.

3. The necessary coordination actions with the military have been put in place.


233

4. The proposed deployment dates are consistent with the need to

ensure/facilitate the synchronised sequencing of implementation activities

among stakeholders within each project and among different interdependent

projects.

b) Identify common deliverables: during the phase of negotiation between INEA

and the awarded IPs, the SDM can suggest the identification of common

deliverables to be released by the IPs, on the basis of the common milestones to

be monitored, so as to ease the synchronisation process.

4. Execution phase: once IPs are awarded by INEA, the SDM finalises the identification

of interdependencies and links among them and performs the necessary monitoring

and risk management activities to ensure the synchronized deployment.

In particular, this objective will be achieved through the following activities:

a) Awarded IPs mapping: the first step for ensuring a synchronised deployment

during the execution phase is the analysis of the awarded IPs and the

development of a “map” highlighting:

1. The interdependencies among the projects.

2. The links of each project with AFs, Sub-AFs and Families.

3. The “sequencing path” including the deployment start and end dates of all the

projects, with specific regard to those which are interrelated.

It is worth noting that this activity could lead to interdependencies between

projects within the same AF and projects of different AFs.

b) Continuous monitoring and coordination: in order to ensure a synchronised

deployment, it is crucial to establish the most effective monitoring and

coordination mechanisms which can enable respectively:

1. A prompt detection of misalignments between the planned and the actual

progress of the projects and the Deployment Programme as a whole.

2. The identification and implementation of effective actions to tackle the above-

mentioned misalignments.

It is worth noting that to ensure the effectiveness of the above mentioned synchronization

phases, a permanent information sharing is necessary. The continuous exchange of

information among interrelated IPs is key to ensure a synchronised deployment and will be

facilitated by:

1. Fostering the establishment of “information sharing” groups encompassing

interrelated IPs, so as to facilitate the exchange of information/data/documents

which are relevant to facilitate the synchronised deployment (e.g. progress of

deliverables / milestones / tasks, status of mitigation actions to be implemented

to re-align IPs activities in accordance with the planned “sequencing path”, etc.).

2. Establishing “open spaces” within the SDM support tool, to be used by interrelated

IPs to permanently exchange data/information/documents as well as organise and

manage specific meetings/workshops/events focused on the synchronisation

dimension.


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5.2.2 Monitoring and synchronization interrelation

An effective and comprehensive monitoring of the DP during the execution phase is

necessary in order to ensure the timely and synchronised implementation of the Programme.

In this respect, the following monitoring guidelines have been elaborated by the SDM, in

terms of:

“What” is monitored by the SDM

“Who” is responsible for managing the monitoring process

“How” the monitoring is performed

“When” the monitoring activities are executed

“What”

The following elements will be monitored by the SDM during the execution phase, with

reference to all the IPs included in the Programme:

Tasks: the SDM will monitor the progress of tasks outlined by each IP in the “IP

template”, in order to ensure that planned activities are executed according to the

defined timeframes

Milestones: the SDM will monitor the achievement of several kinds of milestones for each IP, including:

1. The milestones associated to each task, as defined by the implementing

partners in their accepted bids;

2. The “Common milestones” to be applied by all the IPs (see the “Monitoring

view” in DP v1 section 5.2)

3. Common milestones at “Family level”, to be applied by each IP on the basis of

the relevant Family of reference

Deliverables: the SDM will monitor the timely submission of all the deliverables

associated to the tasks, as outlined by the IPs in the IP template; moreover, all the

deliverables submitted by the IPs will be reviewed by the SDM in order to ensure

their consistency

Costs: the SDM will monitor the costs reported by each IP taking into account INEA

requirements (HR & travel costs, investment and procurement costs, other costs,

etc.).

Moreover, SDM will monitor:

the evolution of existing “gaps”, in terms of number and nature, in order to ensure

their coverage over time.

the IDSG “leftovers”, which are linked to DP families

“How”

The SDM monitoring process will be facilitated by the following elements:

1. Use of a state-of-the-art programme management IT tool, namely Tool

Support System (TSS)

2. Continuous project management support


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With regards to the TSS, it has been configured by the SDM in such a way to:

provide a “user friendly” platform to facilitate the gathering of relevant

information from IPs for monitoring and coordination purposes;

enable an effective monitoring of the DP execution phase through the analysis of the

uploaded data, as well as the proactive identification of discrepancies, risks and

issues;

facilitate the FPA and communication processes as well as the execution of

performance and CBA related analyses

Fig. 10 – TSS: Key Functionalities

In particular, the TSS will be key in order to ensure the synchronisation of the Programme,

through the provision of the following functionalities:

Possibility to develop and maintain the Deployment Programme structure:

the TSS has been configured in order to mirror the defined structure of the

Deployment Programme in terms of AFs, sub-AFs, Families, Implementation Projects

and related tasks; moreover, the tool provides the possibility to insert information

related to links and interdependencies;

Possibility to continuously and effectively monitor the DP execution: the TSS

enables the gathering and analysis of all the information which is relevant for

monitoring purposes (e.g. progress of tasks, deliverables, achievement of milestones,

costs); such information will be uploaded by the operational stakeholders through

specific forms within the tool itself, thus enabling:

a. the prompt identification of misalignments between planned and actual progress

at any level of the DP (from the task to the Programme level);

b. the analysis of the consistency of IPs’ deliverables, to be performed by the SDM

experts;

c. the elaboration of monitoring reports, aimed at highlighting the progress status

of the DP.

DP structure

DP monitoring

Internal and external

communicationFPA Coordination

Performance and CBA

TSS: key functionalities

• Definition and maintenance of the DP structure (AFs, sub-AFs, Families, IPs, tasks), as well as links and interdependencies

• Identification of “gaps” at family level• Gathering of planning data (e.g. tasks, milestones and

deliverables dates, etc.)

• Gathering of monitoring data during the execution phase

• Monitoring of “gaps” evolution

• Analysis of monitoring data for reporting purposes

• Mapping and management of discrepancies, risks and issues

• Management of interactions related to the Stakeholder Consultation Platform and Cooperative Arrangements

• CRM (e.g. management of stakeholder organisationscontacts details)

• SDM intranet

• Management of ASRs elaboration (at IP, Activity and Action level)

• Monitoring of payments to beneficiaries• Support to the elaboration of the SESAR Annual

Report

• Performance analysis at IP and “thread” level

• Costs analysis (gathering and analysis of IPs costs)

• Support for the execution of CBAs, also including the valorisation of “gaps”


236

Possibility to identify / activate / communicate coordination actions: on the

basis of the results of the analysis of the monitoring data, the TSS enables the

identification and tracking of discrepancies, risks and issues, as well as the definition

of the related mitigation actions.

Moreover, the effective monitoring of the DP execution will be facilitated by a structured

and integrated “PMO” both at Level 2 and Level 3, the latter of which will support both

Implementing Partners (IPs), Activity leaders and Action leaders. With regards to the IPs,

the PMO will perform, among others, the following activities:

Provision of day to day support in order to ensure the accomplishment to SDM/EC

requirements

Provision of support in the timely and correct upload of information to be provided

through the TSS

Execution of preliminary quality check of data and deliverables to be submitted

Provision of support to facilitate the prompt identification of risks and issues

With regards to the Activity leaders, the PMO will perform, among others, the following

activities:

Provision of implementation progress data already elaborated at AF level to facilitate

timely submission of progress data at reporting gates;

Support in the coordination of IPs belonging to the same AF

Support in the identification and management of discrepancies, risks and issues at

AF level

With regard to the Action leaders, the PMO will provide a structured and integrated support

through:

Continuous contribution for the management of coordination among AFs

Preliminary detection of discrepancies, risks and issues for DP Implementation at

transversal level

Provision to Action Leader of implementation progress data already elaborated

(consistent draft) at AF transversal level to facilitate timely submission of progress

data at “reporting gates”;

Preliminary analysis of DP synchronization at AF transversal level and of contributions

for CBA/Performance Analysis according to guidelines provided by SDM (at

transversal AF level).

Methodology wise, the PMO will also guarantee quality control, aiming at verifying the

effective implementation of quality procedures set by the FPA Coordination.

A comprehensive list of activities performed by the “PMO” is outlined in the “Who” section

of this paragraph.

“When”

From a time perspective, the monitoring activities performed by the SDM will be executed

on the basis of:

Specific “monitoring gates”

Continuous interactions with the operational stakeholders


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With reference to the specific “monitoring gates”, it has been envisaged that the gathering

of monitoring data from the operational stakeholders through the TSS will occur three times

per year, and specifically on the:

15th January

15th April

15th September

On the basis of the data collected on each monitoring gate, the SDM will elaborate a “DP

execution progress report”, aimed at highlighting key monitoring information related to the

progress of the Programme as well as any risk and issue to be managed.

With specific reference to the 15th of January monitoring gate, it will also be used to gather

the relevant information for the elaboration of the Action Status Report.

An additional cycle in 2015 will be performed starting after the external roll out of the TSS

tool and until mid-December just for testing purpose and in order to help stakeholders

familiarise with the TSS and monitoring activities.

With reference to the monitoring through “continuous interactions”, the Implementing

Partners are expected to provide a feedback and supporting documents to the SDM through

the TSS at latest 7 working days after the expected date of:

Achievement of a milestone

Completion of a task

Submission of a deliverable

The SDM will provide a feedback to each Implementing Partner on the received supporting

documents within 10 working days at latest.

“Who”

In order to provide a comprehensive view on all roles and responsibilities related to the

monitoring activities and related tasks aimed at facilitating the synchronised execution of

the Programme, the following table is provided.

Specifically, with regard to DP Synchronisation and to DP Coordination and execution, the

table summarizes the activities that will be performed by the SESAR Deployment Manager,

by Action Leaders, by Activity Leaders and at IP level. Moreover, the table also includes the

activities that will be performed by the Project Management Office at Action Level, at Activity

Level and at IP level.


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DP Synchronisation DP Coordination and execution

SDM

(DTO/PFS)

Provision of guidelines for technical monitoring and reporting

Training/help for the use of the TSS-tool Continuous analysis of monitoring

data/information/ deliverables/costs provided by IPs by using the TSS-tool

Interactions with operational stakeholders for clarification purposes by using the TSS-tool

Feedbacks provision; in particular, provision of feedbacks to IPs

Elaboration of DP execution progress report referring to the reporting gates

Technical evaluation of ASR and Final Report

Contribution to the Annual Progress Report

Identification of Interdependencies and links between projects

Monitoring of the Interdependencies and

links + informing all related projects Collection and checking of bugs/change

request for TSS Updates/adjustments of the TSS-tool

(bugfixing/change requests, administration of profiles)

Monitoring the timely availability of

standards/regulations for DP-execution

Identification and assessment of discrepancies, risks and issues at DP level

Clarification of the discrepancies together with the affected IPs

Identification and follow up of the

necessary mitigation actions at DP Coordination of the mitigation actions

for the risks and issues with the stakeholders

Monitoring and reporting of the identified mitigation actions and proposal of changes to the planning

Providing an overall DP planning view through the use of the TSS-Tool

Coordination with EDA/NM/SJU Reviewing the documents provided by

the IPs as a proof of completion of tasks, deliverables and milestones.

Action

Leader

Analysis of relevant issues impacting on

DP realisation at transversal level, building on information provided by AF leaders and consolidated by PMO (at transversal level)

Collection and analysis of contributions for CBA/Performance Analysis according to guidelines provided by SDM (at

transversal AF level)

Analysis of relevant issues impacting on

DP realisation at transversal level Risk and issue management at

transversal action, as well as mitigation actions monitoring

PMO

(Action

Leader)

Continuous contribution to the coordination management among AFs

Provision to Action Leader, on the basis of progress data provided by AFs leaders, of implementation progress data already elaborated (consistent draft) at AF transversal level to facilitate timely submission of progress data at “reporting gates”;

Preliminary analysis of DP synchronization at AF transversal level and of contributions for

CBA/Performance Analysis according to guidelines provided by SDM (at transversal AF level); the activity will be performed on the basis of the AFs

Leaders contribution.

Preliminary detection of discrepancies, risks and issues for DP Implementation

at transversal level (on the basis of the data provided by AFs leaders)


239

DP Synchronisation DP Coordination and execution

Activity

Leaders

Management of interactions with SDM during the established “reporting gates” (January, April and September)

Timely submission of progress data at “reporting gates” (January, April and September) by using the TSS tool

Risk and issue management activities at AF level

Verification of IPs contributions for CBA/Performance Analysis according to guidelines provided by DTO

Provision of updates/changes to the plan at AF-level

Reporting of Bugs/change requests concerning the use of the TSS-tool to DTO

Assessment of the impact of the monitoring data for the mitigation actions identified (AFs level)

PMO

(Activity

leaders)

Continuous management of coordination among IPs within the same AF

Support to AF leaders for timely

submission of progress data at “reporting gates” (January, April and September)

Provision of IPs implementation progress data to AF leaders already elaborated (consistent draft), on the basis of data provided by IPPs

Preliminary detection of discrepancies,

risks and issues for DP Implementation (on the basis of data provided by IPPs)

Reporting of bugs/change requests concerning the use of the TSS-tool to DTO

Provision of IPs implementation progress data risks, issues and related mitigation actions (already elaborated) to AF leaders

Clarification of discrepancies identified by SDM DTO

Support SDM for the monitoring at Implementation level of the mitigation actions identified

IPs

Provision of technical and financial data/information for the intermediate

reporting gates (January, April and September) by using the TSS-tool

Provision of deliverables, communication of milestones achievement/not achievement, communication of tasks completion/not completion within 7

working days from deadline by using the TSS-tool

Provision of updates/changes to the project plan (deliverables, milestones,

tasks) Reporting of bugs/change requests

concerning the use of the TSS-tool to DTO

Provision of progress data concerning risks, issues and related mitigation

actions Clarification of discrepancies identified

by SDM DTO

PMO

(IPs)

Direct support to assist the timely upload of all the information to be provided at each reporting gate by using the TSS-tool

Support to IPs (preliminary verification) for the quality assurance in terms of completeness/consistency/alignment to

quality requirements of data / information / deliverables provided by IPPs

Support IPs in case of clarifications requested by SDM/EC

Reporting of bugs/change requests

concerning the use of the TSS-tool to DTO

Support IPs for proactive identification of discrepancies/risks/issues

Support IPs for proactive identification of mitigation actions


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6. Risks and Mitigations

The following table has been developed by SDM in order to identify the most relevant risks that might arise in the following months, in

strict respect to the Deployment Programme development and the overall PCP implementation. The risks have been identified building

on the lessons learnt during the elaboration of the DP, and on the outputs of the coordination between SDM and both operational and

non-operational stakeholders.

In particular, the table highlights the major objectives that might be impacted by the identified risks and at depicting the related main

consequences and impacts. Moreover, the table also identifies the main mitigation actions that might be implemented, highlighting both

initiatives to be undertaken by the SESAR Deployment Manager and other activities to be initiated by other relevant players.

Risk Objectives affected by

the risks

Consequences /impacts

Mitigation actions

Actions by

SESAR Deployment Manager

Proposed Actions by

other Stakeholders

1

Implementation

Delay

Timely PCP

implementation,

associated

benefits

The gap analysis showed that there are

families that are not implemented or

just partially implemented in the PCP

geographical scope. The impact of the

late implementation of the Families

identified as high relevance could lead

to a potential delay of the overall PCP

implementation.

- Strong promotion of the Deployment

Programme;

- Prepare and distribute an information

package to the operational stakeholders to

support/facilitate the submission of the IPs

both at technical and

financial/administrative level;

- Facilitation of stronger local partnership

between the operational stakeholders in

preparation to the upcoming CEF calls;

- Request demonstration of local

coordination with other relevant

stakeholders by projects leaders prior to

projects submission to CEF calls;

- Enhancement of the transversal approach

and buy in among airspace users, airports

and ANSPs to highlight that in some cases

the late or missed investment could have

a negative impact on other stakeholders;

- Synchronisation / coordination by SDM;


241


the risks


Mitigation actions

Actions by


Proposed Actions by

other Stakeholders

- Close correlation between requests for

payment by the implementation projects

to SDM and their effective transmission to

INEA by SDM.

2 PCP

implementation

out of SESAR

deployment FPA

PCP benefits

Within its current mandate, SDM is

legitimate to monitor the progress of

implementation only for those projects

awarded through SESAR deployment

FPA. Should a significant part of PCP be

implemented outside SESAR

deployment FPA, this could lead to

incomplete picture of PCP’s

implementation status.

EC to consider extending

SDM’s monitoring scope

as a specific service by

SDM.

3 Failure to

adequately

achieve full

military

involvement

Timely PCP

implementation,

associated

benefits

In DP 2015 there are no projects

submitted by the military authorities

(ANSP, airspace user, airport operator)

for the 2014 CEF Transport calls for

proposals and that there is no evidence

that the civil projects submitted went

through a consultation process with the

local military authorities when

potentially affecting them.

This could lead to an insufficient buy in

of the DP 2015 by the military

stakeholders and to a “backlog”

concerning necessary investments in

modern technology to cope with the

deployment of new ATM-functionalities

and release all PCP benefits

- Demonstrate local civil-military

coordination prior to projects submission

to the next INEA calls and provide military

assessment as part of the proposal

whenever relevant;

- Cooperation with the EDA to further

facilitate local coordination between the

local civil stakeholders (level 3) and the

military authorities;

- Promotion of the PCP amongst military

authorities;

- Introduction of a single communication

channel between SDM and EDA to facilitate

and accelerate dialog with the military

authorities;

- Recommendation of military projects in

context of DP 2015 and subsequent

versions;


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the risks


Mitigation actions

Actions by


Proposed Actions by

other Stakeholders

- Support the civil and military

implementing partners with proposed

processes enabling the local civil/military

coordination;

- Establishment of a Liaison Officer for

military stakeholders.

4 Failure to have

required

standards and

regulations

timely available

Timely PCP

implementation

and associated

benefits

Many of the families necessary for the

full PCP implementation are not ready

yet for deployment as indicated by

their planned completion date of V3-

phase (Pre-Industrial Development &

Integration of E-OCVM – European

Operational Concept Validation

Methodology).

Consequently the standards and/or

regulations (if needed) are developed

at a later stage.

This could lead to a not harmonized

deployment, to integration problems

and consequently to necessary

reinvestments at a later stage to

upgrade the deployed solutions to the

required standards.

Ultimately, this could lead to

impossibility to go operational and

deliver the expected benefits.

Reinforce the synergies with:

- SESAR JU for the prioritization of the

validation exercises and the Large Scale

Demonstrations;

- EASA, EUROCAE and European

Standardization Organizations to align

their work programmes with the

deployment priorities;

- Manufacturing industry in order to seek

their assistance in contributing to the

timely development of the necessary

standards and marketing of the necessary

hardware and software.

Indeed, SDM intends to work closely with the

SJU, EASA and EUROCAE in order to keep an

alignment of their work programmes with

the Deployment Programme needs and avoid

implementation delays.

SDM will also strengthen the cooperation

with the operational stakeholders via the

SCP, involving and updating them on the

monitoring of the delivery-status and

progress of SDM’s mitigation actions.

Connect key players in specific working

groups and workshops etc. to overcome

issues linked to industrialisation.

Relevant stakeholders to

refer to and use existing

standards and regulatory

material and/or update

material to the most

possible extent to avoid

new rulemaking and/or

standardisation tasks.

Relevant stakeholders to

ensure that sufficient

expertise is available for

standardisation and

regulatory work.

EC to ensure stronger

commitment by key

players for timely

delivery.

EC to ensure necessary

funding is available to

bodies involved in critical

development of

standards and regulation

to secure necessary

resources.


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the risks


Mitigation actions

Actions by


Proposed Actions by

other Stakeholders

5

Failure to

ensure global

interoperability

Timely and

harmonized PCP

implementation

and associated

benefits

The consequence of lacking global

interoperability is the potential

misalignment for avionics and ground

systems (e.g. SESAR / NextGen as the

leading systems guiding for ICAO

worldwide harmonization).

The potential impact could be:

- Civil and military Airspace users

having to carry multiple systems;

- Increased costs and workload for

civil and military airspace users,

airports and ANPSs;

- Delayed operational benefits and

efficiencies.

This risk is strongly linked to the Risk

n. 4.

SDM will reinforce its coordination with SJU

and its support to EC on this specific topic to

ensure adequate consideration and action far

earlier than at implementation stage.

SDM will address the interoperability issues

as essential part of DM’s synchronisation and

coordination tasks through a closer and

timely coordination with SJU and

FAA/NextGen and ICAO.

Furthermore SDM will seek assistance of the

manufacturing industry (especially airborne

manufacturers) on the issue of global

interoperability and alignment of

industrialization and deployment roadmaps.

6 Misalignment

between CEF co-

funding profile

and readiness

for

implementation

PCP

implementation

and associated

benefits

Given the uncertainty regarding CEF

co-funding availability beyond the CEF

call in 2016, the CEF calls in 2015 and

2016 may have to cover the full time

horizon of the PCP (up to 2025).

However, there is significant

probability that in 2016, for some

families in the DP, the related

technological solutions will still lack

readiness for implementation, thus

preventing the operational

stakeholders to apply for projects

addressing those solutions.

The conjunction of both constraints

could lead to a significant time gap in

PCP implementation due to the need to

Option 1 is to adapt to the financial

constraint and relax the notion of readiness

for implementation in such a way that a

project could be submitted and awarded

even if it includes technological solutions not

ready for implementation but implemented

at a later stage. It is for SDM to explore this

option.

In addition to options 1 and 2 above, SDM

will identify alternative funding and financing

mechanisms through which implementation

could continue in the critical period 2017-

2020.

Option 2 is to adapt co-

funding profile to

foreseeable evolution of

families’ readiness for

implementation, ensuring

smooth implementation

of PCP throughout the

whole CEF period. This

option would require EC

to take action to secure

part of the SESAR

deployment co-funding

beyond CEF midterm

review in 2017.


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the risks


Mitigation actions

Actions by


Proposed Actions by

other Stakeholders

wait, after 2016, until next financial

period (2021- 2027) to resume PCP

implementation.

7 Misalignment

between DP and

operational

stakeholders’

investment

plans

PCP

implementation

and associated

benefits

Investment plans of operational

stakeholders will not be aligned with

DP/PCP needs.

As a consequence, lack of needed IPs

submitted to INEA under SDM

coordination to ensure full and timely

PCP implementation.

To engage implementation partners at

executive level to raise their awareness on

importance of DP realisation and opportunity

to access CEF co-funding to facilitate their

compliance with PCP Regulation.

8 Late definition/

failure to

establish SWIM

governance

Full PCP

implementation

and associated

benefits

Implementation of SWIM-technology

could be delayed significantly because

there is no SWIM-governance in place.

Consequently, there is significant

probability that no SWIM projects will

be submitted in the framework of the

upcoming CEF calls 2015 and not all

benefits of the PCP can be released.

SDM identifies the

absence of any clear

governance as a serious

show stopper to AF5

implementation. The need

to study governance

options for SWIM -

building on already

existing studies – has to

be considered as a

mitigation action.

9 Datalink

implementation

Timely PCP

implementation

and associated

benefits

Datalink is a mandatory prerequisite to

AF6. However, at this stage, there is

still uncertainty regarding the most

appropriate airborne and ground based

technologies to be implemented to

enable the functionality. To address

this, SESAR JU is conducting a

validation which will be completed in

June 2016.

An additional aspect could be that the

results of the SESAR JU validation in

2016 are not available in time to allow

the stakeholders to submit new

In comparison to draft DP v1 of 15 May the

family 6.1.2 “Air Ground Data-Link

deployment for Air and Ground

Communication” was raised to a medium

relevance category. The change reflects SDM

conclusion that there is an acceptable

technical risk to continue moving forward

with the implementation of this family, in

particular with the airborne side.

The SDM will update the future versions of

the DP including:

a full DLS to AF6 implementation

strategy in order to guide the

SJU - SDM to reinforce

their cooperation

specifically on datalink to

share and align

validation results with

related implementation

projects.


245


the risks


Mitigation actions

Actions by


Proposed Actions by

other Stakeholders

Datalink projects for the INEA-CEF-call

2016. implementation with the most

appropriate technologies as

recommended by SJU;

a full monitoring of all DLS and AF6

related on-going implementation

activities by ANSPs, AUs and

Communication Service Providers.

SDM will share early draft of these elements

with the operational stakeholders in the

respective SCP consultations during the DP

update campaigns.


246

7. Towards DP 2016

This chapter aims at looking forward the next major update of the Programme, DP 2016,

expected by 30th September 2016.

The drafting process will be inspired by the same principles that underpinned the delivery

of DP v1, which all converge in the realization of a harmonised and defragmented ATM

system. DP 2016 will take advantage of the wider available time span: it is envisaged that

the development of Deployment Programme 2016 will take up to 8 months from its inception

to its final delivery to European Commission. According to such timeframe, the

cooperation with SJU, EDA and NM will be substantially deepened and the

Stakeholders Consultation process (via SCP) will be expanded to more than 6

months, ensuring the highest level of engagement and awareness of the operational

Stakeholders impacted by PCP implementation.

SDM will further increase its cooperation with SJU, EDA and NM in order to expand and

further detail the Programme sections and their consolidation. The joint efforts of all

the relevant organisations will focus on the update and enhancement of the technical

descriptions of the Implementation Families of the Programme.

In particular, two macro-areas will be tackled:

The R&D area, where the aim will be to ensure the alignment between the

Deployment Programme and the ATM Master Plan, the large scale demonstrations

and the validation exercises;

The Standardisation and Certification area, where the aim will be to ensure the

alignment of the Deployment Programme with regulations and standardisation

requirements as well as with Manufacturing Industry Plans.

The joint work by SDA, SJU, EDA and NM will be followed by the beginning of the

Stakeholders Consultation process, eventually leading to the parallel and intertwined

progress of both streams of activities. Stakeholder Consultation Platform will therefore be

activated accordingly with the envisaged drafting schedule by the end of 2015 / beginning

of 2016. In this process the first document to be released on the Platform will be the updated

DP 2016 structure together with the list of future updates. While the cooperative effort with

other relevant non-operational stakeholders in the detailed drafting of the DP 2016 will be

continued, SCP participants will be able to provide their valuable comments and feedback

on the overall framework of the Programme.

By the end of I quarter of 2016, a preliminary draft of the Deployment Programme

2016 will be published on the SCP. The publication will lead to the same process followed

during DP v1 elaboration; however, considering the wider time span available, two different

rounds of consultation are envisaged, and for each of them Stakeholders will be given

additional time for their assessment and provision of comments. Such process will lead to

the delivery to EC of a DP 2016 Draft by the end of June, which will be updated

accordingly in the following months, thus leading to the final delivery of DP 2016 in

September.

DP 2016 will be a significant evolution and development of DP 2015 from the content point

of view. For instance, a particular focus will be given to the integration of cyber security

requirements. In this respect, those families that need to comply with such requirements

will be identified and highlighted in the Programme. Moreover, the cyber security-related


247

issues will be taken into due account in the development of the overall risk analysis included

in the DP.

Another critical element which will be further tackled by DP 2016 is the Data Link Systems

upgrade.

In view of the final delivery of SJU’s study, currently set for June 2016, SDM will perform

dedicated activities in order to mitigate any upcoming risk, namely:

case by case assessment of any candidate IP related to Family 6.1.2, in cooperation

with SJU;

if needed, proposal of adjustments and adaptations to the submitted projects, in

strict coordination with the Implementing Partners of the relevant projects;

identification of the main risks related to the projects and potential mitigation actions;

incorporation of the amended projects in DP 2016.

Furthermore, with regard to AF5 deployment, as a mitigation action to avoid the definition

of SWIM governance that might hinder the achievement of operational and economic

benefits associated with PCP implementation, DP 2016 will mirror the results of an SDM

dedicated study that will be composed of two main sub-activities:

an assessment of SWIM governance state of play, which will among other

available information, build on the results of studies such as the A6/ECTL PENS

governance study, and especially the SWIM governance definition study that SJU will

deliver in November 2015;

the development of a dedicated action plan aimed at ensuring as soon as

possible the readiness for implementation of a SWIM governance framework, setting

the scene for its subsequent actual implementation.


248

The following table summarizes the key features for each upcoming version of the DP.

DP v1 DP 2015 DP 2016 Draft

Timeline

Released 24/06/15 30/09/15 30/06/16

Consulted Yes No Yes

Approved Noted November 2015 Noted

Contents

Strategic view Yes

(updated)

Yes Updated from

DP v1 to reflect Call 2014 award

Yes Updated from DP

2015 to reflect calls 2015 submissions

Project view

L1: AFs

As in PCP As in PCP

As in PCP (unless PCP review or

new CP definition launches at EC’s initiative

meanwhile) L2: sub-AFs

L3: families All families Same as in DP v1 All families

(updated)

L4: implementation

projects

110 projects

submitted in CEF Call 2014

+ gaps

Projects

awarded in CEF Call 2014

+ gaps

Projects awarded

in CEF Call 2014 + xxx projects

submitted calls 2015 + gaps

Performance view Initial

Consolidate the methodology on

performance assessment and

monitoring + global/local CBA

development

Updated from DP v 2015 to reflect Calls 2015 submissions

+ extended to activities envisaged

through Call 2016

Include expected

performance contributions per

thread and associated CBAs

Monitoring view

Limited to

IDSG’s hand over for PCP prerequisites

and facilitators, including DLS

Consolidated through additional

inputs from the operational

stakeholders

Continued consolidation + extended to

include monitoring for projects awarded

as result from CEF Transport call 2014


249

8. List of Acronyms

Acronym Meaning

A-CDM Airport-Collaborative Decision Making

AA Activity Areas

ACC Area Control Center

ACG Austro Control

ACH ATC flight plan Change essage

ACSP Air Communication Service Provider

ADIDS Aeronautical Data Information Display System

ADP Aéroports de Paris

ADQ Aeronautical Data Quality

ADS-B Automatic Dependent Surveillance – Broadcast

ADS-C Automatic Dependent Surveillance – Contract

ADV German Airports Association

AERODB Aeronautical Database

AF ATM Functionalities

AFP ATC Flight Plan

AFR Air France

AFUA Advanced Flexible Use of Airspace

AGDL Air Ground Data Link

AIDA Aeronautical Information Data-handling-system Austria

AIM Aeronautical Information Management

AIRM Aeronautical Information Reference Model

AIS Aeronautical Information Service

AIX Aeronautical Information Exchange

AIXM Aeronautical Information Exchange Model

AMAN Arrival MANager

AMC Acceptable Means of Compliance

AMHS ATS Messages Handling System

ANS-CR Air Navigation Services of Czech Republic

ANSP Air Navigation Service Provider

AO Aircraft Operator

AOBT Actual Off-Block Time

AOC Airline Operations Communication

AoI Area of Interest

AOP Airport Operations Plan

AoR Area of Responsibility

APCH Approach

APL ATC flight PLan message

APOC Airport Operations Centre

APP Approach Control

APV Approach Procedure with Vertical guidance

APW Area Proximity Warning

ARES Airspace Reservation/Restriction

ARINC Aeronautical Radio Inc.

ARO Air Traffic Services Reporting Office

ASM AirSpace Management

ASMA Arrival Sequencing and Metering Area

A-SMGCS Advanced Surface Movement Guidance and Control Systems

ASR Action Status Reports

ATC Air Traffic Control


250

Acronym Meaning

ATCO Air Traffic Control Officer

ATFCM Air Traffic Flow and Capacity Management

ATFM Air Traffic Flow Management

ATM Air Traffic Management

ATMN Air Traffic Management Network

ATN Aeronautical Telecommunication Network

ATS Air Traffic Services

AU Airspace User

AUP Airspace Usage Plans

AUR Acceptable Use Regulation

AVOL Aerodrome Visibility Operational Level

B2B Business to Business

BAF Bundesaufsichtsamt für Flugsicherung (German National Supervisory

Authority)

BF Briefing Facility

BHANSA Bosnia and Herzegovina Air Navigation Services Agency

CAA Civil Aviation Authority

CANAC Belgocontrol Air Traffic Control Center

CASA Civil Aviation Safety Authority

CAUTRA Coordinateur Automatique de Trafic Aérien/ French Legacy Automated

Computer System for Air Traffic

CBA Cost And Benefit Analysis

CCD Continuous Climb Departures

CCL Croatia Control

CCO Continuous Climb Operations

CDA Continuous Descent Approaches

CDG Paris-Charles De Gaulle

CDM Collaborative Decision Making/Management

CDO Continuous Descent Operations

CDR Conditional Route

CDT Conflict Detection Tools

CEF Connecting Europe Facility

CFMU Central Flow Management Unit

CHMI Common Human Machine Interface

COHOR Association pour la coordination des horaires (French Airport Slot

Allocator)

COOPANS COOPeration between Air Navigation Service providers

CORA Conflict Resolution Assistant

CPA Common Procurement Agreement

CPDLC Controller-Pilot Data-Link Communications

CPH Copenhagen Airport Code

CPR Correlated Position Report/Correlative Position Radar

CSP Communication Service Providers

CTOT Calculated Take-Off time

CWP Controller Working Position

DCB Demand Capacity Balancing

DCT Direct Routings

DEP Departure/Depart/Departure message

DFS Deutsche Flugsicherung GmbH

DHMI Devlet Hava Meydanlari Isletmesi

DK-SE Denmark-Sweden Functional Airspace Block

DLS Data Link Services

http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD:1001:pc=PC_101178


251

Acronym Meaning

DLS IR Data Link Services Implementing Rule

DMAN Departure Manager

D-NOTAM Digital Notification To Airman

DP Deployment Programme

DPI Departure Planning Information

DSNA Direction de Services de la Navigation Aérienne -

EAD European AIS Database

EANS Estonian Air Navigation Services

EASA European Aviation Safety Agency

EASCG European ATM Standardisation Coordination Group

EASI EAD AIM Systems Integration

EATM European Air Traffic Management

EC European Commission

ECAC European Civil Aviation Conference

ECIT EAD Connection Interface Terminal

EDA European Defence Agency

EDDF Frankfurt am Main International Airport Code

EDDL Düsseldorf International Airport Code

EFD ETFMS Flight Data

EFPL Extended Flight Plan

EFS Electronic Flight Strips

EGS External Gateway System

EHAM Amsterdam Schiphol Airport Code

EIB European Investment Bank

ENAV Ente Nazionale Assistenza al Volo – Italian ANSP

E-OCVM European Operational Concept Validation Methodology

EPP Extended Project Profile

ERATO En Route Air Traffic Organizer

ERNIP European Route Network Improvement Plan

ESSIP European Single Sky Implementation Plan

ETFMS Enhanced Traffic Flow Management System

eTOD Electronic Terrain and Obstacle Data

EUR/NAT European/North Atlantic

EUROCAE European Organization for Civil Aviation Equipment

FAA Federal Aviation Administration

FAB Functional Airspace Block

FABEC Functional Airspace Block Europe Central

FAT Factory Acceptance Test

FBZ Flight Plan Buffer Zones

FDP Flight Data Processing

FDPS Flight Data Processing System

FF ICE Flight and Flow Information for a Collaborative Environment

FIR Flight Information Region

FIXM Flight Information Exchange Model

FMS Flight Management System

FMTP Flight Message Transfer Protocol

FOC Full Operational Capability

FPA Framework Partnership Agreement

FPL Flight Plan

FRA Free Route Airspace

FSA First System Activation

FT Fast Track


252

Acronym Meaning

FUA Flexible Use of Airspace

FUM Flight Update Message

G/G Ground/Ground

GAT General Air Traffic

GBAS Ground Based Augmentation System

GHG Green House Gas

GMCS Ground Manoeuvre Camera System

GNSS Global Navigation Satellite System

HCAA Hellenic Civil Aviation Authority – Greek ANSP

HMI Human Machine Interface

IAA Irish Aviation Authority

iAOP Initial Airport Operational Plan

IBS Integrated Briefing System

ICAO International Civil Aviation Organization

iCAS iTEC centre automation system

IDP Interim Deployment Program

IDSG Interim Deployment Steering Group

IEPR IDP Execution Progress Report

IFPS Integrated Initial Flight Plan Processing System

IFR Instrument Flight Rules

ILS Instrument Landing System

INEA Innovative Network and Energy Agency

IOP Interoperability

IP Implementation Projects

IR Ice On Runway

IRMP Integrated Roadmap

ISRM Information Service Reference Model

iSWIM Initial System Wide Information Management

iTEC Interoperability Through European Collaboration

IWXXM ICAO Meteorological Information Exchange Model

KNMI Koninklijk Nederlands Meteorologisch Instituut - Royal Netherlands

Meteorological Institute

KPI Key Performance Indicator

LAMP London Airspace Management Program

LAT Latitude

LEBL Barcelona International Airport Code

LEMD Barajas International Airport Code

LEPA Son Sant Joan Airport Code

LFV Luftfatsverket – Swedish ANSP

LGS Latvijas Gaisa Satiksme – Latvian ANSP

LH Lufthansa

LIDO Lufthansa Integrated Dispatch Operation

LIMC Milano-Malpensa Airport Code

LIRF Roma-Fiumicino Airport Code

LPV Localizer Performance with Vertical guidance

LSSIP Local Single Sky Implementation Plan

LVNL Luchtverkeersleiding Nederland (Netherland ANSP)

MDI Minimum Departure Intervals

METAR METeorological Air Report

METCE Modèle pour l’Échange des informations sur le Temps, le Climat et l’Eau

MLAT Multilateration system

MoC Means of Compliance


253

Acronym Meaning

MONA MONitoring Aids

MPLS MultiProtocol Label Switching

MSP Multi-Sector Planner

MTCD Medium Term Conflict Detection

MUAC Maastricht Upper Area Control Centre

NATS National Air Traffic Services (UK ANSP)

NAV Portugal Navegação Aérea de Portugal (Portuguese ANSP)

NAVIAIR Navigation Via Air

NCE Nice Côte d'Azur Airport

NEFAB Northern Europe Functional Airspace Block

NG-AATMS Next Generation Austrian Air Traffic Management System

NM Network Manager

NMOC Network Manager Operation Center

NMS Network Manager Systems

NOP Network Operations Plan

NOTAM Notification To Airman

NPA Non Precision Approach

NSA National Supervisory Authority

NSP Network Strategy Plan

OAT Operational Air Traffic/ Outside Air Temperature

ODS Operational input and Display System

OLDI On-Line Data Interchange

OPMET Operational Meteorological

ORY Paris Orly International Airport

OTMV Occupancy Traffic Monitoring Values

PBN Performance Based Navigation

PCP Pilot Common Project

PD Project Definition

PDP Preliminary Deployment Programme

PDS Pre-Departure Sequencing

PENS Pan European Network Service

PIREP Pilot Reports

PKI Public Key Infrastructure

PMU PENS Management Unit

PSSG PENS Steering Group

QoS Quality of Service

RAAS Runway Awareness and Advisory Systems

RAD Route Availability Document

RF Radius to Fix

RIMS Runway Incursion Monitoring System

RNP Required Navigation Performance

ROMATSA Romanian Air Traffic Services Agency

ROPS Runway Overrun Prevention System

RVR Runway Visual Range

RWY Runway

SAT Site Acceptance Test

SBAS Satellite Based Augmentation System

SCP Stakeholders Consultation Platform

SDH Synchronous Digital Hierarchy

SDM SESAR Deployment Manager

SES Single European Sky

SESAR Single European Sky ATM Research

http://www.airport-orly.com/


254

Acronym Meaning

SID Standard Instrument Departure

SITA Société Internationale de Télécommunications Aéronautiques

SJU Single European Sky ATM Research Joint Undertaking

SLA Service Level Agreement

SMAN Surface manager

SMGCS Surface Movement Guidance and Control Systems

SMR Surface Movement Radar

SO Strategic Objective

SSR Secondary Surveillance Radar

STAM Short Term ATFCM Measures

STAR Standard Arrival Route/ Standard instrument arrival

STCA Short Term Conflict Alert

SWIM System Wide Information Management

SYSCO System Supported Coordination

TA Transition Altitude

TAF Aerodrome Forecast

TAWS Terrain Avoidance and Warning System

TBS Time Based Separation

TCT Tactical Controller Tool

TFR Traffic Flow Restriction

TI Technical Infrastructure

TMA Terminal Manoeuvring Area

TSAT Target Start-up Approval Times

TSE Total System Error

TTG Time To Gain

TTL Time To Lose

TTOT Target Take Off Times

TWR Tower

UAC Upper Area Control

UDPP User Driven Prioritisation Process

UIR Upper Flight Information Region

UUP Updated Airspace Use Plan

VDGS Visual Docking Guidance System

VDL VHF Digital Link

VGS VHF Ground Stations

VHF Very high frequency

VNAV Vertical Navigation

VPA Variable Profiles Areas

VTS Vehicle Tracking System

WAN Wide Area Network

WBS Work Breakdown Structure

WBT Web Based Training

WIP Work in progress

WMO World Meteorological Organisation

WOC Wing Operations Centre

WP Work Package

WSDL Web Service Definition Language

WXCM Weather Exchange Conceptual Model

WXXM Weather Information Exchange Model

WXXS Weather Information Exchange Schema


255

9. Notes


256


257


258


259


260


261

1

Deployment Programme

2015

(DP 2015)

Annex A

Annex B

Annex C

Annex D

FPA MOVE/E2/2014-717/SESAR FPA

SGA MOVE/E2/2014-717/SI2-699519

Work Package B2 – 4.2

Deliverable 4.2.2

26th November 2015

Deployment Programme 2015 – Annexes

2

Table of Contents

Annex A – Project view – Projects’ details 3

Annex B – Standardisation and Regulation Matrices 92

Annex C – Updated IP Template 142

Annex D – Performance Assessment and Cost Benefit Analysis

Methodology

143


3

Annex A – Project view - Projects’ details

1.1.1 AF 1 Extended Arrival Management & PBN in high density TMA

Content Description

REFERENCE NUMBER 007AF1

TITLE Performance Based Navigation (PBN) implementation in Vienna (LOWW)

MAIN AF / SUB AF / Family AF 1; Sub AF 1.2; Family 1.2.1

PROJECT DESCRIPTION Objectives:

2014 RNP AR Procedures to Runway 16 LOWW for noise abatement purposes implemented

2015 feasibility study for open PBN transitions to final approach conducted

2015 night SIDs on PBN basis implemented

2016 one LPV (SBAS) approach in LOWW implemented

PROJECT LEADER AUSTRO CONTROL

MEMBER STATE AUSTRIA

TIMING 01/03/2014 – 30/12/2016

AIRBORNE

INTERDEPENDENCIES 006AF5 ATM Data Quality (ADQ)

SYNCHRONIZATION With Airspace Users, Airports, ANSPs, Military

LINKS AF1, Sub AF 1.2 Family 1.2.2, Family 1.2.3

NM links NSP: SO 6/5 NOP: Capacity constraints due to environmental obligations with regard to RWY usage plan and SID routings. Enhanced DEP spacing.


4

Content Description


TITLE Implementation of RNP Approaches with Vertical Guidance at the Belgian civil aerodromes within the Brussels TMA

MAIN AF / Sub AF / Family AF 1; Sub AF 1.2; Family 1.2.1

PROJECT DESCRIPTION Objectives: The main objective of this project is to:

Achieve compliancy with ICAO AR37.11, EC Part-AUR (currently being developed at EASA) and Commission Implementing Regulation (EU) No 716/2014 Annex 1.

Implement Required Navigation Performance (RNP) Approaches (Lateral Navigation/Vertical Navigation (LNAV/VNAV) and Localizer Performance with Vertical guidance (LPV) minima) on all instrument runway ends of Brussels Airport and Antwerp Airport

PROJECT LEADER BELGOCONTROL

MEMBER STATE BELGIUM

TIMING 01/01/2015 - 13/09/2018

AIRBORNE

INTERDEPENDENCIES


LINKS AF1, Sub AF 1.2, Family 1.2.2

NM links NSP: SO 6/5, SO 9/4 NOP: None


5

Content Description


TITLE Required Navigation Performance Approaches at CDG Airport with vertical guidance



To implement RNP APCH with LPV minima and with LNAV/VNAV minima for Runway 08L/26R

To equip 51 B777 aircraft of Air France with LNAV/VNAV capability

To implement RNP APCH with LPV minima and with LNAV/VNAV minima for Runway 09L/27R

To maintain maximum CDG Airport Runway Throughput when one ILS equipment is not available by ensuring independent triple parallel approaches capability between CDG and Le Bourget airports

The associated indicators are : For objective 1 : Publication of the procedures (source : French AIP) For objective 2 : Number of flights/h in case of ILS outage compared to the flight average

PROJECT LEADER DSNA

MEMBER STATE FRANCE

TIMING 01/07/2014 - 01/10/2017

AIRBORNE Air France, 51 B777 aircraft

INTERDEPENDENCIES Subsequent Projects for Required Navigation Performance Approaches at other French airports


LINKS AF1, Sub-AF 1.2, Family 1.2.2 AF1, Sub-AF 1.2, Family 1.2.3 AF1, Sub-AF 1.2, Family 1.2.4



6

Content Description


TITLE ENAIRE reference geographic database (Family 1.2.2)



The project will generate an ENAIRE reference dataset structure and set up the managing processes to maintain the information up to date with authoritative sources reference data.

Procedure design tools will be updated to make use of this database content; digital cartography (terrain and obstacles) and aeronautical data defining instrumental manoeuvres from authoritative sources with required quality and integrity.

To achieve the required high levels of integrity the Spanish AIS provider will participate in the data provision and management processes.

To populate the database with full datasets for LEMD, LEBL and LEPA TMA’s.

PROJECT LEADER ENAIRE

MEMBER STATE SPAIN

TIMING 01/01/2014 – 31/12/2017

AIRBORNE

INTERDEPENDENCIES 061AF1 - RNP APCH Implementation in Palma de Mallorca

SYNCHRONIZATION No

LINKS AF5 ITY ADQ

NM links NSP:SO 6/5 NOP: Not applicable


7

Content Description

REFERENCE NUMBER 061AF1a

TITLE Required Navigation Performance Approach Implementation in Palma de Mallorca

MAIN AF / SUB AF / Family AF 1 / Sub AF 1.2; Family 1.2.1

PROJECT DESCRIPTION Objectives: The main objective of this project is to improve the precision of the approach trajectories and to develop and implement fuel efficient and environmental friendly procedures for approach in this high density TMA airport. The new RNP APCH procedures will help increase the accessibility by means of RNP APCH to LPV minima procedures (using SBAS), in combination with LNAV and LNAV/VNAV minima for those operators not equipped with SBAS technology. These procedures will make operations at these sites more efficient and profitable, thus enhancing the use of the airports and saving operational costs, both for aircraft and airport operators (AENA). Specifically, the objectives of this project are:

Reduce the missed-approach rate when using non-precision approach runway headers for landing.

Increase safety by enabling straight approach procedures when not possible by means of current navaids infrastructure.

Reduce costs for Aircraft Operators (AOs) whenever an airport change must be done due to operational restrictions at destination airport.

Enhance airports and AOs business types by means of allowing broader kinds of flying activities at the airports.

Phase 1:

Implementation of RNP Approaches in Palma de Mallorca Phase 2:

Implementation of RNP Approaches in Barcelona

Implementation of RNP Approaches in Madrid


MEMBER STATE SPAIN

TIMING Phase 1: 01/11/2015 - 03/07/2017 (implementation starts in 11/2016)

AIRBORNE

INTERDEPENDENCIES 060AF1 ENAIRE reference Geographic Database


LINKS

NM links NSP: SO 6/5 NOP: None


8

Content Description


TITLE ENAV Geographic DB for Procedure Design



To upgrade the ENAV geographic database for procedure design suite based on two products developed by IDS (SIPRO and eTOD).

To implement improvements to the solution currently used and help to execute the Electromagnetic Compatibility analyses to determine the expected radio-electric performances of the new navaids equipment (SIPRO).

To validate a new technique for automatic feature extraction from Digital Orthophoto with the tool Electronic Terrain and Obstacle Database (eTOD).

To use the tools above to implement with priority RNP operations over the geographic applicability area identified within the PCP: LIRF and LIMC.

PROJECT LEADER ENAV

MEMBER STATE ITALY

TIMING 02/01/2014 – 31/12/2016

AIRBORNE

INTERDEPENDENCIES Subsequent Projects for RNP Approach Implementation at LIRF and LIMC

SYNCHRONIZATION

LINKS AF5 ITY ADQ

NM links NSP: SO 6/5 NOP:No reported plan for RNP operations.


9

Content Description


TITLE AMAN extended to en-route



Upgrade NM systems to cope with extended AMAN requirements.

Introduce in the network view and the collaborative NOP, the information managed and shared with NM system by local extended AMAN systems (from airports / ANSP’s where available)

Support the network coordination of extended AMAN functions and provide, if necessary, the network view on extended AMAN measures.

The project is a key contributor to the following Strategic Objectives mentioned in the Network Strategy Plan (NSP):

SO 4: Plan optimum capacity and flight efficiency

SO 5: Facilitate business trajectories and cooperative traffic management

SO 6: Fully integrate airport and network operations

PROJECT LEADER EUROCONTROL/NETWORK MANAGER


TIMING 01/01/2014 – 30/06/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ANSPs, EUROCONTROL, ECTL/NM

LINKS AF4 NOP

NM links NSP: Not assessed NOP: Not assessed


10

Content Description


TITLE Enhanced Terminal Airspace (TMA) using RNP-Based Operations


PROJECT DESCRIPTION Objectives: The objectives of the project for Gatwick Airport are as follows:

Introduce point merge

Efficient BOGNA Standard Instrument Departure (SID) Route

Dual Precision Area Navigation (P-RNAV) routes with easterly and westerly arrival and departure routes to runway (RWY) 26 and 08, providing rolling respite

Increase RWY capacity by introducing ADNID SID

Re-design SIDs and STARs to meet RNP specifications

As a result of these changes, the project would deliver the following benefits:

Improvements in arrivals and departures stability

Significant improvement in operational resilience

Reduced fuel burn for airlines

Reduced CO2 emissions (reduced track mileage) – in line with Gatwick Airport and NATS carbon reduction targets

Reduced noise impact for people on the ground through provision of rotating respite

Delivery against requirements of S106 Legal Agreement

Support the delivery of NATS 10% carbon emissions reduction target

The project is divided into two Phases:

Phase 1: Enhanced terminal airspace using P-RNAV for all Standard Instrument Routes.

Phase 2: Enhanced terminal airspace to meet RNP specifications (out of scope of this INEA Call).

PROJECT LEADER Gatwick Airport Limited

MEMBER STATE UK

TIMING 01/01/2014 – 31/03/2018

AIRBORNE

INTERDEPENDENCIES Phase 2 of this project 117AF5 Implementation of Initial SWIM Capability (AF5) across NATS, task 4 120 AF1 London Airspace Management Program (LAMP)

SYNCHRONIZATION With Airspace Users, ANSPs

LINKS AF1, s-AF 1.2, Family 1.2.2 AF1, s-AF 1.2, Family 1.2.4

NM links NSP: SO 6/5, SO 9/4 NOP: ERNIP indirectly mentions this project.


11

Content Description


TITLE Lower Airspace optimization



This project aims to contribute to the PCP AF-1 Extended AMAN and PBN in high density TMAs, through the development and implementation of short term improvements for Stockholm TMA and the development of a roadmap for long term implementation.

A complete set up of requirements for the design and use of the future terminal airspace for Stockholm

A baseline and a defined long term forecast

Well defined KPIs for the baseline and the future

Implementation of short term measures within Stockholm TMA

A long term implementation Plan (What, When) with the main purpose to: o Increase the general efficiency of operations in lower

airspace (more efficient route structure, better use of the available space, better planning of movements)

o Specifically increase efficiency by the removal of sub-optimal solutions currently required to ensure safety, e.g. during missed approaches

o Reduce environmental impact

PROJECT LEADER LFV

MEMBER STATE SWEDEN

TIMING 01/02/2015 - 30/06/2016

AIRBORNE

INTERDEPENDENCIES Subsequent Project for the long term optimization of the Lower Airspace


LINKS AF1, Sub AF 1.2, Family 1.2.3 AF 3

NM links NSP: SO 6/5 NOP: None


12

Content Description


TITLE First phase of RNAV1 and RNP-APCH approaches Amsterdam Schiphol (EHAM)



Publication and operational implementation of an RNAV1 fixed inbound route to RWY 36R from ARTIP.

Publication and operational implementation of an RNAV1 fixed inbound route to RWY 18C from ARTIP to be flown as CDO.

Publication and operational implementation of an RNP APCH procedure to RWY 22 with vertical guidance.

PROJECT LEADER LVNL

MEMBER STATE NETHERLANDS

TIMING 01/01/2014 – 01/03/2017

AIRBORNE

INTERDEPENDENCIES Second phase of RNAV1 and RNP-APCH approaches Amsterdam Schiphol (EHAM)

SYNCHRONIZATION With Airspace Users, Airports, ANSPs

LINKS AF 1; Sub AF 1.2; Family 1.2.3



13

Content Description


TITLE Manchester TMA Re-Development

MAIN AF / SUB AF / Family AF1; Sub AF 1.2; Family 1.2.3

PROJECT DESCRIPTION Objectives: Introduction of RNAV1 SIDs (Standard Instrument Departure) and STARs (Standard Arrival Route) within the existing Manchester Terminal Manoeuvring Area (MTMA) in order to systemise the airspace infrastructure. The systemised airspace will :

Exploit existing and future aircraft capabilities to fly precise trajectories (through use of Performance Based Navigation – PBN), enabling greater flexibility in airspace design through closely spaced arrival and departure routes independent of ground-based navigation aids.

Offer greater resilience against human error (pilot or controller), with fewer interactions between routes and a reduction in tactical interaction by controllers.

o Reduced tactical intervention will offer a corresponding increase in capacity

Locate routes where they best meet the needs of airports and flight profiles, making far better use of finite terminal airspace.

Save fuel and reducing noise by enabling continuous descent approaches (CDAs) and continuous climb departures (CCDs) to be flown from/to significantly higher altitudes than available today.

The revised RNAV route infrastructure will align with LAMP (London Airspace Management Programme) requirements and maximise the benefits within the majority of the UK TMA. The Project is split into two phases: Phase 1: Project Definition (PD) from Jan 2012 – December 2016 Goal: Develop PBN designs for the Manchester TMA airspace, and surrounded impacted areas for Consultation in November 2015 and validation by December 2016 Phase 2: Implementation from December 2016 – Q4 2018. Goal: Implement the revised NTCA designs into Operations subject to approval of CAA Consultation

PROJECT LEADER NATS

MEMBER STATE UK

TIMING 01/01/2014 – 30/11/2018

AIRBORNE

INTERDEPENDENCIES 117AF5 Implementation of Initial SWIM Capability (AF5) across NATS, task 4 120 AF1 London Airspace Management Program (LAMP)



14

LINKS

NM links NSP: SO 6/5; SO 9/4 NOP: Airport capacity constrained by TMA/Approach


15

Content Description


TITLE London Airspace Management Programme (LAMP)



Produce systemised airspace design for the London TMA by using PBN-based procedures and STARs facilitating RNP-1 SIDs where required at London Airports

Introduce greater efficiencies in the design of airspace to accommodate forecast demand and also facilitate Continuous Climb and Descent Operations minimising delay and realising fuel savings

This application concerns the first implementation of the LAMP programme (Phase 1a), implementing that part of the London TMA affecting London City Airport and higher level re-sectorization and airspace modification within the TMA. The LAMP project will be delivered in a phased approach; the first deployment (Phase 1a) being delivered prior to the implementation of the key enabling project of raising the Transition Altitude (TA) to 18,000 feet from the current 6,000 feet. Subsequent phases of LAMP will be deployed after the TA change in 2018.

PROJECT LEADER NATS

MEMBER STATE UK

TIMING 01/01/2014 – 31/04/2016

AIRBORNE

INTERDEPENDENCIES Subsequent Phases of this Project


LINKS 117AF5 Implementation of Initial SWIM Capability (AF5) across NATS, task 4 091AF1 Enhanced Terminal Airspace using RNP based Operations (Gatwick)

NM links NSP: SO 6/5; SO 9/4 NOP: LAMP project is contained in NOP. The project introduces RNAV 1 in preparation of future RNP1 introduction.


16

1.1.2 AF2 Airport integration and throughput

Content Description

REFERENCE NUMBER 008AF2 TITLE External Gateway System (EGS) implementation MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.2 PROJECT DESCRIPTION

Objectives: EGS (External Gateway System) will connect the Tower and Approach ATS Units’ subsystems DIFLIS (Digital Flight Strip System) and ASTOS (A-SMGCS – Airport Surface Movement and Guidance Control System) to the ATM Data Processing System. The EGS implementation contributes to AF2 of the PCP implementing rule as an enabler for future Electronic Flight Strip, DMAN, CDM and A-SMGCS enhancements. The former ATM Data processing system VAS will be removed for end of life (EOL) reasons.

PROJECT LEADER Austro Control MEMBER STATE Austria TIMING 25/02/2014 – 10/12/2015 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION No LINKS AF 2; Sub AF 2.2; Family 2.2.1 NM-Links NSP: SO6/4 & SO6/6

NOP: Yes (Annex 5)


17

Content Description

REFERENCE NUMBER 011AF2 TITLE Collaborative Decision Management (CDM) fully implemented MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

- CDM fully implemented in LOWW and certified by Eurocontrol

- Process organisation established, considering all stakeholders involved and guaranteeing a sustainable CDM operation

- Meaningful KPIs are constantly measured and used for improvement

- Additional tasks contain Enhanced De-icing and the guarantee of a Degraded Mode in case of partial system failure

PROJECT LEADER Austro Control MEMBER STATE AUSTRIA TIMING 17/07/2014 – 29/08/2016 AIRBORNE INTERDEPENDENCIES 077AF4 - Interactive Rolling NOP SYNCHRONIZATION With: ECTL/NM LINKS AF 2; AF 4; Sub AF 2.1; Sub AF 4.2; Family 2.1.1; Family 2.1.4;

Family 4.2.2; Family 4.2.3 NM-Links NSP: SO6/4

NOP: Yes (Annex 5)


18

Content Description

REFERENCE NUMBER 018AF2 TITLE Enhancement of Airport Safety Nets for Brussels Airport (EBBR) MAIN AF / SUB AF / Family AF 2; Sub AF 2.5; Family 2.5.1 PROJECT DESCRIPTION Objectives:

The main objective of this project is to upgrade the existing Airport Safety Nets function, associated with the A-SMGCS system at Brussels Airport (EBBR), to obtain (or even exceed) the level of performance as envisaged under ATM functionality AF 2 as defined in the PCP Regulation (see ANNEX, section 2.1.5). Two related sub-projects are defined:

- Sub-project 1: Validation and Operational introduction of the Advanced Safety Nets function, developed by Belgocontrol, at Brussels Airport (Control Tower).

- Sub-project 2: Further enhancement (by Belgocontrol) of the Advanced Safety Nets function by adding a “Taxi Route conformance monitoring” functionality.

- PROJECT LEADER BELGOCONTROL MEMBER STATE BELGIUM TIMING 02/06/2014 - 31/12/2016 AIRBORNE INTERDEPENDENCIES NO SYNCHRONIZATION With ANSPs LINKS AF 2; Sub AF 2.2; Family 2.2.1 NM LINKS NSP: SO6/6;

NOP: None;


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Content Description

REFERENCE NUMBER 022AF2 TITLE Vehicle Tracking System (VTS) MAIN AF / SUB AF / Family AF2; Sub AF 2.5; Family 2.5.2 PROJECT DESCRIPTION Objectives:

Goal Display position and identification of all vehicles entering maneuvering area on a regular basis on the groundradar display to controller. Motivation

- Improve safety airport ground movements (additional safety net) - Comply with Level-1 A-SMGCS requirement (SES Legislation – ESSIP

initiative) PROJECT LEADER Brussels Airport MEMBER STATE BELGIUM TIMING 01/01/2008 – 31/12/2016 AIRBORNE INTERDEPENDENCIES NO SYNCHRONIZATION With: ANSPs LINKS AF 2; Sub AF 2.2; Sub AF 2.4; Family 2.2.1 NM LINKS NSP: SO6/6;

NOP: None;


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Content Description

REFERENCE NUMBER 023AF2 TITLE SMAN-Vehicle MAIN AF / SUB AF / Family AF 2; Sub AF 2.2; Family 2.2.1 PROJECT DESCRIPTION Objectives:

Upgrade and Extend the A-SMGCS L2 for all relevant ground vehicles moving on the manoeuvring area by providing new functionalities for the drivers: alerts, geo-fencing.

PROJECT LEADER Aéroports de Paris: CDG Airport & ORLY Airport MEMBER STATE FRANCE TIMING 01/08/2014 – 30/08/2017 AIRBORNE INTERDEPENDENCIES - 027AF2 - SMAN-Airport

- 048AF2 - SYSAT@CDG - 050AF2 - SYSAT@ORLY

SYNCHRONIZATION With: Airports, ANSPs LINKS AF 2; Sub AF 2.5; Family 2.5.1

AF 2; Sub AF 2.4; Family 2.2.1 NM LINKS NSP : SO 6/6

NOP: None


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Content Description

REFERENCE NUMBER 024AF2 TITLE SAIGA MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.4 PROJECT DESCRIPTION Objectives:

Extend the capabilities of the airport resources management system : Stands, Gates, bridges, and Baggage claims, to :

- Consolidate the Airport Operational Plan - Consolidate the Pre-departure sequencing and DMAN

capability - Optimize and increase the efficiency and performances of

operations - Better support crisis situation and faster recovering

PROJECT LEADER Aéroports de Paris: CDG Airport & ORLY Airport MEMBER STATE FRANCE TIMING 01/01/2014 – 31/12/2015 AIRBORNE INTERDEPENDENCIES - 025AF2 - TSAT to the Gate;

- 026AF2 - Evolutions CDM-CDG; - 027AF2 - SMAN-Airport; - 129AF2 - CDM-Orly

SYNCHRONIZATION With: Airspace Users, Airports, ANSPs, ECTL/NM LINKS AF 2; Sub AF 2.1; Family 2.1.1

AF 4; Sub AF 4.2; Family 4.2.1 & Family 4.2.2 NM LINKS NSP : SO 6/2 &SO 6/4

NOP: None


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Content Description


TITLE TSAT to the Gate

MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

The use of VDGS/Displays is driven by 2 types of needs: - Consolidate the Pre-departure Sequence and enhance

predictability by implementing highly recommended milestones: In-bloc (AIBT - milestone n°7 - Airport CDM Manual V4) and Off-bloc (AOBT- milestone n°15 - Airport CDM Manual V4).

- Display key A-CDM information, such as TSAT, to all stakeholders located at the Gate: Airlines crews, Ground handler and Airport operator.

Visual Display Guidance System (VDGS) units and Displays address sub AF 2.1 and associated Families:

- 2.1.1 Consolidate Initial DMAN capabilities - 2.1.3 Enhance Basic A-CDM - 2.1.4 Consolidate Initial Airport Operational Plan (AOP)

Number of stands concerned :

First Phase (2014 – 2016) Second phase (2017 – 2019)

CDG o 64 VDGS o 34 Displays

ORLY o 36 VDGS o 16 Displays

CDG o 256 VDGS o 136 Displays

ORLY o 144 VDGS o 64 Displays

PROJECT LEADER Aéroports de Paris: CDG Airport & ORLY Airport MEMBER STATE FRANCE TIMING 01/01/2014 - 31/12/2016 AIRBORNE INTERDEPENDENCIES - 024AF2 - SAIGA;

- 026AF2 - Evolutions CDM-CDG; - 027AF2 - SMAN-Airport; - 129AF2 - CDM-Orly

SYNCHRONIZATION With: Airspace Users, Airports, ANSPs, ECTL/NM LINKS AF 2; Sub AF 2.1; Family 2.1.1; Family 2.1.4

AF 2; Sub AF 2.5; Family 2.5.1 NM LINKS NSP : SO 6/2 &SO 6/4

NOP: None


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Content Description

REFERENCE NUMBER 026AF2 TITLE Evolutions CDM-CDG MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

Upgrade CDM@CDG airport tools (PDS and De-icing tool) to be more efficient and to enhance actual functionalities to respond to the requirements of operational staff. It directly responds to the pre requisite S-AF 2.1 though Family 2.1.1 ("initial DMAN capability") and Family 2.1.3 (Basic A-CDM)

- DPI improvements - TSAT stabilization - PLN / Airport slot reconciliation - PDS/DMAN interface - Training infrastructure - Variable Taxi Time calculation - De-icing tool improvements

PROJECT LEADER Aéroports de Paris: Paris CDG Airport MEMBER STATE FRANCE TIMING 01/01/2014 - 31/12/2016 AIRBORNE INTERDEPENDENCIES - 024AF2 - SAIGA;

- 025AF2 - TSAT to the Gate; - 027AF2 - SMAN-Airport; - 048AF2 - SYSAT@CDG; - 077AF4 - Interactive Rolling NOP

SYNCHRONIZATION With: Airspace Users, Airports, ANSPs, ECTL/NM LINKS AF 2; Sub AF 2.1; Family 2.1.1; Family 2.1.2

AF 2; Sub AF 2.2; Family 2.2.1 AF 4; Sub AF 4.2; Family 4.2.2; Family 4.2.3

NM LINKS NSP : SO 6/4 NOP: None


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Content Description

REFERENCE NUMBER 027AF2 TITLE SMAN-Airport MAIN AF / SUB AF / Family AF 2; Sub AF 2.2; Family 2.4.1 PROJECT DESCRIPTION Objectives:

- Develop and integrate Airport Surface Management Tool which allows managing and monitoring information of the airfield area under the responsibility of the airport operator.

o Enhance Initial AOP to airfield area o Improve Airport Safety Nets functionalities o Facilitate A-SMGCS planning functions by

improving predictability of Take-Off times - The system will share information with all

stakeholders/Systems and in particular with the ATC ASMGCS

The system is currently used by the ATC tower supervisor and apron managers.

PROJECT LEADER Aéroports de Paris: CDG Airport & ORLY Airport MEMBER STATE FRANCE TIMING 02/01/2015 - 31/12/2016 AIRBORNE INTERDEPENDENCIES - 024AF2 - SAIGA;

- 025AF2 - TSAT to the Gate; - 026AF2 - Evolutions CDM-CDG; - 048AF2 - SYSAT@CDG - 050AF2 – SYSAT@ORLY - 129AF2 – CDM-Orly

SYNCHRONIZATION With: Airspace users, Airports, ANSPs LINKS AF 2; Sub AF 2.4;

Family 2.2.1; Family 2.1.2; Family 2.4.1 NM LINKS NSP : SO 6/2 &SO 6/4

NOP: None


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Content Description

REFERENCE NUMBER 030AF2 TITLE Equipment of ground vehicles to supply the A-SMGCS MAIN AF / SUB AF / Family AF 2; Sub AF 2.2; Family 2.5.2 PROJECT DESCRIPTION Objectives:

- Supply the A-SMGCS with accurate information - Allow the efficient deployment of the A-SMGCS Level 1 &

2 by providing the location of the vehicle and the identification

- Improve the safety on the platform with knowing the location of the vehicles and the possibility to identify runway incursion

- Be compliant with the regulation PROJECT LEADER Aéroports de la Cote d’Azur MEMBER STATE FRANCE TIMING 28/02/2014 - 30/10/2015 AIRBORNE INTERDEPENDENCIES - 049AF2 - SYSAT@NCE SYNCHRONIZATION With: Airports, ANSPs LINKS AF 2; Sub AF 2.5; Family 2.5.1

AF 2; Sub AF 2.4; Family 2.2.1 NM LINKS

NSP : SO 6/6 NOP: Advanced ATC Tower Implementation planned for 2015; DMAN not available; AMAN available. No reported CDM basic.


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Content Description

REFERENCE NUMBER 031AF2 TITLE Data exchanges with the Air Navigation Service Provider MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

- Implement a new channel for data exchanges between us and the ANSP

- Improve the data exchanges (quality and quantity) - Create a common awareness of all operational situations - Through the improvement of the awareness, improve the

management of adverse conditions and make the operations more efficient

PROJECT LEADER Aéroports de la Cote d’Azur MEMBER STATE FRANCE TIMING 25/11/2014 - 04/07/2017 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With: Airports, ANSPs LINKS AF 2; Sub AF 2.1; Family 2.1.1; Family 2.1.4 NM LINKS



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Content Description

REFERENCE NUMBER 032AF2 TITLE Data exchanges with the Network Manager Operations Center MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION

Objectives: - Be part of the European Network - Improve the real time data exchanges - Improve the operations efficiency at a local level and at a

European one - Facilitate the flow and capacity management - Improve the situational awareness - Better anticipation of the different situations - Improve the management of normal and adverse conditions

PROJECT LEADER Aéroports de la cote d’Azur

MEMBER STATE FRANCE

TIMING 04/02/2015 - 06/05/2016

AIRBORNE

INTERDEPENDENCIES - 077AF4 - Interactive Rolling NOP

SYNCHRONIZATION With: Airports, ANSPs, ECTL/NM

LINKS AF 2; Sub AF 2.1; Family 2.1.1; Family 2.1.4 AF 4; Sub AF 4.2; Family 4.2.2; Family 4.2.3

NM LINKS

NSP : SO 6/4, SO 6/2 NOP: Advanced ATC Tower Implementation planned for 2015; DMAN not available; AMAN available. No reported CDM basic.


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Content Description

REFERENCE NUMBER 033AF2 TITLE Data exchanges with COHOR MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

- Obtain correct and on-time information for general aviation flights

- Make the operations easier in order to better anticipate the management of the resources

- Make the whole operations more efficient through an easier way to obtain automatically the information

- As general aviation traffic is a big part of our whole traffic, the improvement of the management of this part allow a gain in the management efficiency for the whole traffic

PROJECT LEADER Aéroports de la Cote d’Azur MEMBER STATE FRANCE TIMING 15/09/2014 - 15/04/2016 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With: Airports LINKS AF 2; Sub AF 2.1; Family 2.1.1; Family 2.1.3 NM LINKS



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Content Description

REFERENCE NUMBER 042AF2a TITLE A-SMGCS Düsseldorf MAIN AF / SUB AF / Family AF 2; Sub AF 2.2; Family 2.2.1 PROJECT DESCRIPTION Objectives:

The A-SMGCS-Düsseldorf project comprises the implementation of an A-SMGCS Level 2, including RIM function, at Düsseldorf Airport to improve runway safety and throughput and to support the provision of air traffic services and apron services. The project covers the following activities:

- Replacing/exchanging the current primary sensor - Setting up the new cooperative sensor (MLAT) - Provision of the required infrastructure - Implementation of a tracker and a ground situation display - Safety assessments

The realisation of this project will be the preparatory work for the further A-SMGCS Level 3 and 4. Implementation of the routing function is not part of the described project.

PROJECT LEADER DFS MEMBER STATE GERMANY TIMING 30/04/2013 –31/12/2019 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With: Airports LINKS AF 2; Sub AF 2.4; Family 2.4.1 NM-Links NSP: SO6/6

NOP: None


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Content Description

REFERENCE NUMBER 048AF2 TITLE SYSAT@CDG MAIN AF / SUB AF / Family AF 2; SUB AF 2.1; Family 2.1.2 PROJECT DESCRIPTION Objectives:

In all CDG tower facilities (3 ATC + 2 apron cab) and Approach control room

- introduce Electronic Flight Strip - provide new ASMGCS level 2 tracker with enhanced ground

situation display including some level 3/4 functionalities - provide new Air Situation Display - provide new weather information, synoptic display and

electronic documentation - increase information sharing among ATC actors and Airport

handler especially regarding DMAN and CDM processes - be ready for SESAR evolution

Phase 1 (2014-2016) : product acquisition and installation preparation Phase 2 (2017-2018): installation in operational rooms

PROJECT LEADER DSNA MEMBER STATE FRANCE TIMING 01/01/2014 - 31/12/2018 AIRBORNE INTERDEPENDENCIES - 023AF2 - SMAN-Vehicle;

- 026AF2 - Evolutions CDM-CDG; - 027AF2 - SMAN-Airport; - 054AF2 - CDG2020 Step1

SYNCHRONIZATION With: Airspace Users; Airports: ANSPs LINKS AF 2; Sub AF 2.1; Family 2.1.1

AF 2; Sub AF 2.2; Family 2.2.1 AF 2; Sub AF 2.3; Family 2.1.2; Family 2.3.1 AF 2; Sub AF 2.4; Family 2.1.2; Family 2.2.1; Family 2.4.1 AF 2; Sub AF 2.5; Family 2.5.1; Family 2.1.2; Family 2.2.1

NM LINKS

NSP : SO6/6 NOP: A-SMGCS (level 2): Available in TWR and APCH


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Content Description

REFERENCE NUMBER 049AF2 TITLE SYSAT@NCE MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.2 PROJECT DESCRIPTION Objectives:

In the Tower cab and Approach control room - provide ASMGCS level 1 capability before full SYSAT

deployment - introduce Electronic Flight Strip - evolve ASMGCS to level 2 with enhanced ground situation

display including some level 3/4 functionalities, - provide new Air Situation Display, - provide new weather information, synoptic display and

electronic documentation, - be ready for SESAR evolution.

Phase 1 (2014-2016) : Acquisition, Deployment preparation Phase 2 (2017-2019): Deployment, Training and transition

PROJECT LEADER DSNA

MEMBER STATE FRANCE

TIMING 01/01/2014 - 01/07/2019

AIRBORNE

INTERDEPENDENCIES - 030AF2 - Equipment of ground vehicles to supply the A-SMGCS

SYNCHRONIZATION With: ANSPs, Airport

LINKS AF 2; Sub AF 2.1; Family 2.1.1 AF 2; Sub AF 2.2; Family 2.2.1 AF 2; Sub AF 2.3; Family 2.1.2; Family2.3.1 AF 2; Sub AF 2.4; Family 2.1.2; Family 2.2.1; Family 2.4.1 AF 2; Sub AF 2.5; Family 2.5.1; Family 2.1.2; Family 2.2.1

NM LINKS

NSP : SO6/6 NOP: A-SMGCS (level 1): Ongoing Implementation.


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Content Description

REFERENCE NUMBER 050AF2 TITLE SYSAT@ORY MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.2 PROJECT DESCRIPTION In Tower cab and Approach control room

- introduce Electronic Flight Strip, - provide new ASMGCS level 2 tracker with enhanced ground

situation display including some level 3/4 functionalities, - provide new Air Situation Display, - provide new weather information, synoptic display and

electronic documentation, - increase information sharing among ATC actors and Airport

handler especially regarding DMAN and CDM processes, - be ready for SESAR evolution.

Phase 1 (2014-2016)

- ACQUISITION - SYSTEM ADAPTATION

Phase 2 (2017-2019): IMPLEMENTATION

PROJECT LEADER DSNA MEMBER STATE FRANCE TIMING 01/01/2014 - 01/07/2019 AIRBORNE INTERDEPENDENCIES - 023AF2 - SMAN-Vehicle;

- 129AF2 - CDM-Orly; - 130AF2 - BOREAL-Orly

SYNCHRONIZATION With Airspace Users, Airports, ANSPs LINKS AF 2; Sub AF 2.1; Family 2.1.1

AF 2; Sub AF 2.2; Family 2.2.1 AF 2; Sub AF 2.3; Family 2.1.2; Family 2.3.1 AF 2; Sub AF 2.4; Family 2.1.2; Family 2.2.1; Family 2.4.1 AF 2; Sub AF 2.5; Family 2.5.1; Family 2.1.2; Family 2.2.1

NM LINKS

NSP : SO 6/6 NOP: A-SMGCS not reported.


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Content Description

REFERENCE NUMBER 054AF2 TITLE CDG2020 Step1 MAIN AF / SUB AF / Family AF 2; Sub AF 2.5; Family 2.5.1 PROJECT DESCRIPTION Objectives:

- Improve runway safety against runway intrusion - Improve runway throughput at peak arrival period

A 2020 action plan has been set up to improve performance at CDG, following a balanced approach in the areas of safety and capacity. Step1 of the action plan is targeting improvement of the performance level at the horizon of 2017 by implementing new systems and procedures identified as quick wins. The deployment of those actions is coordinated with Aéroport de Paris (ADP) and the airport users.

PROJECT LEADER DSNA MEMBER STATE FRANCE TIMING 01/01/2014 - 01/03/2017 AIRBORNE INTERDEPENDENCIES - 048AF2 - SYSAT@CDG;

SYNCHRONIZATION With Airspace Users, Airports, ANSPs, EUROCONTROL LINKS AF 1; Sub AF 1.1; Family 1.1.1

AF 2; Sub AF 2.3; Family 2.3.1 NM LINKS

NSP : SO6/6 NOP: A-SMGCS (level 2): Available in TWR and APCH


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Content Description

REFERENCE NUMBER 057AF2a TITLE Fulfillment of the prerequisite EFS for the PCP AF2 Sub-Functionality:

Airport Integration and Throughput (Phase A) MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.2 PROJECT DESCRIPTION Objectives:

Partial fulfillment of the IR 716/2014 “Pilot common project”, and in special the AF2 functionality which identifies the use of EFS (“Electronic Flight Strip” in the Tower domain) as a prerequisite for the following functions:

- Departure management synchronized with pre-departure sequencing

- Departure management integrating surface management constraints

- Time based separation - Automated assistance to controller for surface movement

planning and routing - Airport safety nets

Family 2.1.2 Electronic Flight Strip (EFS). Electronic Strip where all the information regarding instructions controller/pilot about flight plan, surveillance, etc., are integrated. The tool will ease the data input and display for the use of advanced tools like DMAN, A-SMGCS and CDM.” There will be two EFS operation modes, according to the operational complexity of the airport:

1. Based on lists. The information contained in the flight strip will be available in different lists and windows of the system

2. Based on labels. In airports with surface surveillance systems, the relevant flight strip information will be displayed (apart from the lists and windows) in the corresponding flight label

It will require the development of a dynamic simulation system for training purposes. The following Spanish airports will implement Electronic Flight Strip:

1. Adolfo Suárez Madrid-Barajas 2. Barcelona El Prat 3. Palma de Mallorca

This proposal includes all the development activities, to be carried out from 2014 to 2016, prior to the operational validation of the new function. The operational validation and deployment of the functionality in the above mentioned airports will be performed 2017 onwards.

PROJECT LEADER ENAIRE MEMBER STATE SPAIN TIMING 01/01/2014 – 31/12/2016 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With Airspace Users, Airports, ANSPs LINKS AF 2; Sub AF 2.2; Sub AF 2.3; Sub AF 2.4; Sub AF 2.5; Family 2.4.1 NM LINKS NSP: SO 6/5 & SO 6/6;

NOP: None;


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Content Description

REFERENCE NUMBER 058AF2a TITLE Fulfillment of the prerequisite A-SMGCS 2 for the PCP AF2 Sub-

Functionality: Airport Integration and Throughput (Phase A) MAIN AF / SUB AF / Family AF 2 ; Sub AF 2.2 ; Family 2.2.1 PROJECT DESCRIPTION Objectives:

Partial fulfillment of the IR 716/2014 “Pilot common project”, and in special the AF2 functionality which identifies the implementation and deployment of A-SMGCS 2 as a prerequisite for the Airport Safety Nets function. ENAIRE´s Family 2.2.1 A-SMGCS 2 will focus on Runway Incursion Alerts. The function shall integrate the surveillance information (regarding all relevant aircraft and vehicles on the area) and controller runway related clearances, to generate and distribute the appropriate alerts. The following Spanish airports will implement Runway Incursion Alerts based on A-SMGCS 2 :

1. Adolfo Suárez Madrid-Barajas 2. Barcelona El Prat 3. Palma de Mallorca

This proposal includes all the development activities, to be carried out from 2014 to 2016, prior to the operational validation of the new function. The operational validation and deployment of the functionality in the above mentioned airports will be performed 2017 onwards.

PROJECT LEADER ENAIRE MEMBER STATE SPAIN TIMING 01/01/2014 – 31/12/2016 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With : Airspace Users, Airports, ANSPs LINKS AF2 ; Sub AF 2.3 ; Sub AF 2.4 ; Sub AF 2.5 NM LINKS NSP: SO 6/6;

NOP: ASMGCS Level 1 available in LEMD; On-going implementation Level 1 in LEBL; ASMGCS Level 1 available in LEPA;


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Content Description

REFERENCE NUMBER 064AF2 TITLE ENAV Airport System upgrade MAIN AF / SUB AF / Family AF 2; Sub AF 2.5; Family 2.5.1 PROJECT DESCRIPTION Objectives:

The main objective is to increase the efficiency and safety of operations at Malpensa and Fiumicino, the two main Italian airports, by improving the surveillance coverage, quality and accuracy in order to extend its capabilities over the all movement area (including most of the suitable apron areas), with a view to implement functionalities that shall facilitate and enable the deployment of Airport Safety Nets as requested within Reg. 716/2014 The enhancement of surveillance is needed in order to fully satisfy the requirements for ASMGCS level 1 and for laying down the bases for ASMGCS Level 2. In particular, the aim of this project is to achieve the Implementation of A-SMGCS level 2 at Malpensa airport and full A-SMGCS level 1 at Fiumicino airport. The project modularity will reflect the different requirements at airport level, allowing each working package to be further decomposed in different modules. In particular the surveillance functionality will be improved through:

- The implementation of a new multi-sensor data fusion that will be able to integrate all the contributions coming from different surveillance sensors (ADS-B, Multilateration, SMR,)

- The enhancement of the current Surface Movement Radar (SMR)

- the upgrade of the Multilateration system (MLAT), enhancing the actual coverage by adding and integrating other MLAT ground stations.

The new tower system will provide the :

- Electronic Flight Progress Strips (EFPS). - New Airport Surveillance Data presentation - Basic safety (Conflicting clearances through the use of EFPS).

PROJECT LEADER ENAV MEMBER STATE ITALY TIMING 01/01/2014 – 31/12/2016 AIRBORNE INTERDEPENDENCIES NO SYNCHRONIZATION With Airport, ANSPs LINKS AF 2; Sub AF 2.1; Family 2.1.2 NM LINKS NSP : SO 6/5 & SO 6/6 ;

NOP: In LIMC, A-SMGCS (level 1): Ongoing Implementation. WIP in progress with Italian CAA to define A-SMGCS level 1. In LIRF, ASMGCS not reported ;


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Content Description

REFERENCE NUMBER 086AF2 TITLE A-CDM Extension MAIN AF / SUB AF / Family AF2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

- Enhancement of the pre-departure sequencing (PDP Family 2.1.3 Basic A -CDM) by: o Considering minimum departure intervals (MDI) on

standard instrument departures (SID) o facilitating a demand & capacity balance capability

- Implementation of a “de-icing” element enabling Airport CDM for adverse conditions (PDP Family 2.1.3 Basic A-CDM)

PROJECT LEADER FRAPORT MEMBER STATE Germany TIMING 01/03/2014 – 12/02/2016 AIRBORNE INTERDEPENDENCIES 077AF4 - Interactive Rolling NOP SYNCHRONIZATION With ANSP, ECTL / NM LINKS AF 4; Sub AF 4.2; Family 4.2.2; Family 4.2.3 NM-Links NSP: SO6/4

NOP: A-CDM available


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Content Description

REFERENCE NUMBER 087AF2a TITLE Apron Controller Working Position MAIN AF / SUB AF / Family AF 2; Sub AF 2.4; Family 2.4.1 PROJECT DESCRIPTION Objectives:

Fraport AG is responsible for apron management services at Frankfurt Airport and as such subject to a number of provisions in Commission Implementing Regulation (EU) No 716/2014 (“Pilot Common Project”). These are:

- 2.1.1 Departure Management Synchronised with Pre-Departure Sequencing (in particular with regard to ‘variable taxi-times’),

- 2.1.2 Departure Management integrating Surface Management Constraints (‘routing’),

- 2.1.4 Automated Assistance to Controller for Surface Movement Planning and Routing,

- 2.1.5 Airport Safety Nets and - 2.5 Essential prerequisites. The latter concern particularly A-

SMGCS Level 1 and 2, EFS and DMAN.

Consequently, the implementation project is linked to the following sections of the Preliminary Deployment Programme (PDP):

- SMGCS Level 1 (Surveillance) (Family 2.2.1 (A-SMGCS Level 1/2)),

- SMGCS Level 2 (Alerting) (Family 2.2.1 (A-SMGCS Level 1/2) and Family 2.5.1 (Airport Safety Nets Associated with A-SMGCS Level 2)),

- A-SMGCS Level 2+ (Routing) (S-AF 2.4 (Automated Assistance to Controller for Surface Movement Planning and Routing)) and

- —as a prerequisite—EFS (Family 2.1.2 Electronic Flight Strips (EFS)).

Underlying objectives of the project are:

- The implementation of an Advanced Surface Movement Guidance and Control System (A-SMGCS) providing routing, guidance and surveillance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all weather conditions while maintaining the required level of safety.

- The routing and planning function shall calculate the most operationally relevant route as free as possible of conflicts which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement.

- The apron controller working position shall allow the controller to manage surface route trajectories.

- The flight data processing system shall be able to receive planned and cleared routes assigned to aircraft and vehicles and manage the status of the route for all concerned aircraft and vehicles.

- The system shall also be complemented by a function providing controllers with appropriate alerts when potential conflicts primarily on taxiways and intrusions to restricted areas are detected. Conflicts on runways are of secondary interest in this implementation project as the runway system is controlled by the local Air Navigation Service Provider.

- The controller working position shall host warnings and alerts with an appropriate human-machine interface (HMI) including support for cancelling the alert.


39

- Digital systems, such as electronic flight strips (EFSs), shall integrate the instructions given by the controller with other data such as flight plan, surveillance, routing, published rules and procedures

PROJECT LEADER FRAPORT MEMBER STATE GERMANY TIMING 01/01/2014 – 31/12/2016 (Part 1) AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With: ANSP LINKS AF 2; Sub AF 2.1; Sub AF 2.2; Sub AF 2.5;

Family 2.1.1; Family 2.1.2; Family 2.5.1; Family 2.4.1 NM-Links NSP: SO6/6

NOP: A-SMGCS (level 1): Available in TWR.

Electronic Strips: Available in TWR and APP


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Content Description

REFERENCE NUMBER 088AF2 TITLE Airport Safety Net: Mobile Detection of Air Crash Tenders MAIN AF / SUB AF / Family AF 2; Sub AF 2.5; Family 2.5.1 PROJECT DESCRIPTION Objectives:

- Equipage of Air Crash Tenders with a Moving Map based on A-SMGCS surveillance data

- Identification of deviations from routes and procedures of Air Crash Tenders (PDP Family 2.5.1 Airport Safety Nets associated with A-SMGCS Level 2)

- Improvement of situational awareness of Air Crash Tenders (PDP Family 2.5.1 Airport Safety Nets associated with A-SMGCS Level 2)

- Early prediction of situations that would end up in hazardous situations (PDP Family 2.5.1 Airport Safety Nets associated with A-SMGCS Level 2)

PROJECT LEADER FRAPORT MEMBER STATE Germany TIMING 01/07/2014 – 31/12/2016 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION LINKS NM-Links NSP: SO6/6

NOP: A-SMGCS (level 1): Available in TWR.



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Content Description

REFERENCE NUMBER 092AF2 TITLE Enhanced Departure Management integrating airfield surface assets MAIN AF / SUB AF / Family AF 2; Sub AF 2.5; Family 2.5.1 PROJECT DESCRIPTION Objectives:

The high-level objectives of the project are as follows: - Achieve 100% equipage of ground service vehicles with

tracking technology - Increase airside safety by providing visibility of appropriate

vehicles and equipment to Air Traffic Control Tower - Enable further implementation of Airport Safety Nets (ATM

Sub-Functionality 2.5) - Improve taxi conflict prediction to reduce number of stop-and-

go taxiing - Improve efficiency of airside operations by providing real-time

information about location of ground service equipment and vehicles to Ground Handling Agents (GHAs) and Airport Flow Centre

PROJECT LEADER Gatwick Airport Limited MEMBER STATE UK TIMING 01/03/2015 - 31/12/2016 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With: Airports LINKS AF 2; Sub AF 2.2; Family 2.2.1 NM LINKS NSP: SO 6/6 ;

NOP: A-CDM fully implemented;


42

Content Description

REFERENCE NUMBER 094AF2 TITLE Time-Based Separation for Final Approach MAIN AF / SUB AF / Family AF 2; Sub AF 2.3; Family 2.3.1 PROJECT DESCRIPTION Objectives:

The high-level objectives of the project are as follows: - Implement initial spacing monitor to support air traffic

controller to deliver optimum separation between arriving aircraft

- Improve utilization of existing RWY capacity - Increase landing rates, especially during strong headwind

conditions and reduce arrival and knock-on delays PROJECT LEADER Gatwick Airport Limited MEMBER STATE UK TIMING 30/01/2014 - 31/12/2016 AIRBORNE INTERDEPENDENCIES 120AF1 - London Airspace Management Programme (LAMP) SYNCHRONIZATION With: Airspace Users, Airports, ANSPs LINKS AF 1; Sub AF 1.1; Family 1.1.1 NM LINKS NSP: SO 6/5 ;

NOP: Not available;


43

Content Description

REFERENCE NUMBER 097AF2 TITLE Time Based Separation MAIN AF / SUB AF / Family AF 2; Sub AF 2.3; Family 2.3.1 PROJECT DESCRIPTION Objectives:

- Deployment of Time-based separation (TBS) at Heathrow Airport in order to address the biggest single cause of delay to Heathrow arrivals - strong headwinds on final approach.

- Time Based Separation is expected to reduce this delay by as much as 50% of all strong wind regulations applied at Heathrow (equating to c.20% reduction in overall Heathrow ATFM delay) with a projected benefit to the airlines in the range £6m to £7.5m per annum. Any reduction in spacing during strong wind conditions will not result in aircraft being closer than minimum radar separation of 2.5nm.

As noted by Eurocontrol the European Network Manager, London Heathrow airport remained a delay hot spot in 2013 due to our significant impact to aircraft operations under adverse weather conditions. Strong winds is the most impacting condition to Heathrow flights operations thus knocking on to wider global operations. The TBS concept aims to improve resilience to the impact of high head wind conditions by:

- Reducing the cost of wind-related arrival delay - Improving the consistency of spacing (for wake pairs)

(TBS) is a pioneering new system plus operational methodology aimed at organizing the separation of arriving aircraft at Heathrow by time instead of distance. This will radically cut flight delays and reduce cancellations due to high headwinds. Supported in the Airports Commission’s interim report in December 2013, the delivery of TBS comes after three years of exhaustive analysis from co-members of the Single European Sky Research ATM Research and development programme (SESAR). The introduction of a time-based separation method at Heathrow will help maintain the landing rate under strong headwind conditions and thus deliver an average improvement of 4 flights per hour beyond today’s rate. Every year halving the current delay figure under strong wind conditions while significantly reducing the need for airlines to cancel flights due to the effects of strong headwinds.

PROJECT LEADER Heathrow Airport Limited MEMBER STATE UK TIMING 01/01/2014 – 01/12/2015 AIRBORNE INTERDEPENDENCIES 120AF1 - London Airspace Management Programme (LAMP) SYNCHRONIZATION With: Airspace Users, Airports, ANSPs LINKS AF 1; Sub AF 1.1; Family 1.1.1 NM LINKS NSP: SO 6/5;

NOP: Not available;


44

Content Description

REFERENCE NUMBER 099AF2 TITLE Initial Airport Operational Plan (AOP) MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.4 PROJECT DESCRIPTION Objectives:

Airfield Flow Management The key improvement area is the production of a rolling airfield plan with added layers or resilience and architectural consolidations. The AOP is an up-to-date plan or “on the day schedule” with pre-tactical provisions from the pre-tactical DCB (covered under another call submission within AF4). It is the airfield part of the Airport Operations Plan (AOP), known here as the ‘airfield plan’. The solution builds on the pre-requisite ACDM Concept and tooling and expands inline with the future SESAR APOC/AOP concept. By sharing this rolling plan with the Airport Operations Centre (APOC) and other stakeholders, the use of resources can be optimized. The production of a common and optimized rolling airfield plan will cover three main steps: - The ability to create a plan (based initially on the schedule, updated

with the latest information) that can be shared among all stakeholders.

- The ability to evaluate and then update the airfield plan using different scenarios (known as Demand Capacity Balancing, DCB) to optimise it.

- The ability to take into account user preferences – in all operational circumstances and not only during disruptions, as is the case today. This is known as User Driven Prioritisation Process (UDPP).

The vision for the airport and stakeholders to operate in line with a rolling airfield plan which is up to-date and reflects external factors and user preferences will be a major cultural change.

In Summary an AOP is: - An integrated operating environment to improve efficiency,

effectiveness and resilience against disruptions - A common shared truth to facilitate timely and focused

collaborative decision making - Empowering the workforce to make a real difference with the right

information at the right time Why AOP? - To aide decision making in complex landscape of airport operations - To optimise allocation of limited Airport resources - To support enhanced passenger experience

PROJECT LEADER Heathrow Airport Limited

MEMBER STATE UK

TIMING 01/09/2014 – 01/12/2015

AIRBORNE

INTERDEPENDENCIES - 073AF5 - SWIM Common Components - 082AF5 - SWIM compliance of NM systems

SYNCHRONIZATION With Airspace Users, Airports, ANSPs, EUROCONTROL/NM

LINKS AF 4; AF 5; Sub AF 4.2; Sub AF 5.5; Family 4.2.1; Family 4.2.2; Family 4.2.3; Family 4.2.4

NM LINKS NSP: SO 6/2; NOP: There are currently no agreed plans for capacity expansion at Heathrow. Opportunities to increase the resilience (as opposed to the capacity) of the Heathrow operation continue to be explored;


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Content Description

REFERENCE NUMBER 100AF2 TITLE Airport Safety Nets associated with A-SMGCS Level 2 - Preparation for

SMAN MAIN AF / SUB AF / Family AF 2; Sub AF 2.5; Family 2.5.1 PROJECT DESCRIPTION Objectives:

- Concept of Operation has been developed to clarify the AGL and field infrastructure component design and architecture requirements for an integrated ASMGCS level 4/5 Surface manager (SMAN).

- A holistic Options analysis and selection process is being undertaken to assess the functional and safety integrity requirement of the Ground Movement Control System as a system design that is fully congruent and potentially pre-integrated with the ASMGSC4/5 Surface Manager.

- Primary Cable specification, distribution and operational architecture is being surveyed to scope design and installation of an airfield-wide GMCS primary cabling matrix to allow floating separation and necessary system integrity for automatic/.semi-automatic operation.

- Existing AGL system architecture is undergoing resilience and communication architecture modification to allow for validation testing of floating separation and seamless operational transition to the new GMCS/SMAN function.

PROJECT LEADER Heathrow Airport Limited MEMBER STATE UK TIMING 01/01/2014 – 31/12/2015 AIRBORNE INTERDEPENDENCIES NO SYNCHRONIZATION With: Airports, ANSPs LINKS AF 2; AF 2.2; Sub AF 2.2.1 NM LINKS NSP: SO 6/6;

NOP: A-SMGCS (level 2) is available in TWR;


46

Content Description

REFERENCE NUMBER 103AF2 TITLE Standardization of A-SMGCS MAIN AF / SUB AF / Family AF 2; Sub AF 2.2; Family 2.2.1 PROJECT DESCRIPTION Objectives:

With this project Copenhagen Airport will upgrade the existing A-SMGCS to a newer and standardized version. The standardization of the existing A-SMGCS will facilitate the future procurement of ad-on modules necessary for the implementation of the A-SMGCS advanced functions, cf. point 2 of the Annex to the PCP regulation 716/2014. Furthermore, it will enable Copenhagen Airport to enter into a partnership with other EU airports, which are also looking to upgrade to the standardized expansion module to A-SMGCS. The project is also part of Copenhagen Airport’s strategy “Expanding CPH”, which objective is to facilitate the expected future growth in operations at Copenhagen Airport.

PROJECT LEADER Køpenhavns Lufthavne A/S MEMBER STATE DENMARK TIMING 01/12/2014 – 16/11/2016 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With ANSPs LINKS NM-Links NSP: SO6/6

NOP: A-SMGCS (level 2): Available in TWR and APP.



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Content Description

REFERENCE NUMBER 108AF2 TITLE Electronic Flight Strips at Schiphol TWR MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.2 PROJECT DESCRIPTION Objectives:

- Digital flight data processing at Schiphol Towers and the Tower simulator

- Safer and more efficient handling of ground traffic - Efficient and flexible data distribution and data sharing - Enabler for safety support systems - Enabler for CDM extension of functionalities

Description:

- Work Package 1: Project Management - Work Package 2: Tender Organisation - Work Package 3: Electronic Flight Strip Application - Work Package 4: Console Adjustments - Work Package 5: Transition

The overall expected results after EFS is operational with particular reference to the ATM Performance contribution:

- A ‘digital’ tower environment with a digital data flow (so without paper flight strips);

- Identical tower working positions with cleaned up and simplified consoles;

- A flexibility gain in allocating functions to working positions and extending the amount of working positions;

- A quieter working environment (speechless co-ordination, less standing up and walking in the tower, printing noises, etc.).

These results will lead to less working errors (thus an increase in safety) and a more efficient use of both data and ATC personnel in the ATM process at the tower. It is an enabler for a lot of planned future activities like safety net functions, conflict detection, data sharing, enhanced CDM, automation of specific functions, enhanced A-SMGCS, etc.

PROJECT LEADER LVNL MEMBER STATE Netherlands TIMING 01/09/2014 – 01/01/2018 AIRBORNE INTERDEPENDENCIES 109AF2 - Airport CDM implementation Schiphol SYNCHRONIZATION With Airports LINKS AF 2;Sub AF 2.1; Sub AF 2.3; Sub AF 2.2; Sub AF 2.5; Family 2.1.1; Family

2.1.3; Family 2.2.1; Family 2.5.1 NM-Links NSP: SO6/5 & SO6/6

NOP: Electronic Strips: Ongoing Implementation in TWR


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Content Description

REFERENCE NUMBER 109AF2 TITLE Airport CDM implementation Schiphol MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

Airport CDM implementation according to Eurocontrol guidelines consisting of 2 major parts: Local Airport CDM

- Real time CDM data presentation to pilots and handlers - CDM for adverse conditions - Development of an HMI presentation for SUC - CDM Trials - Process and procedure development and implementation - (Local) CDM information sharing

Connection to Eurocontrol NMOC

- Connecting the local CDM process to the NMOC - allow exchange of DPI messages in accordance with

Eurocontrol specifications PROJECT LEADER Schiphol Nederland B.V. (AAS) MEMBER STATE NETHERLANDS TIMING 01/01/2014 – 31/12/2016 AIRBORNE INTERDEPENDENCIES 077AF4 - Interactive Rolling NOP

SYNCHRONIZATION With ANSP, ECTL/NM LINKS AF 2; AF 4; AF 5;Sub AF 2.1; Sub AF 2.5; Sub AF 4.2; Sub AF 5.5; Family

2.1.1; Family 2.1.4; Family 2.5.1; Family 4.2.2; Family 4.2.3; Family 5.5.1 NM-Links NSP: SO 6/5 & SO 6/6

NOP: CDM Local Project Manager (PM) established

Gap Analysis: completed Memorandum of Understanding: Done Implementation: not finalised


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Content Description

REFERENCE NUMBER 115AF2 TITLE A-SMGCS Renewal of the Surface Movement Radar (BORA) MAIN AF / SUB AF / Family AF 2; Sub AF 2.2; Family 2.2.1 PROJECT DESCRIPTION Objectives:

The Surface Movement Radar enables exact positioning including identification of all aircraft and other vehicles on all relevant operation areas. The original system was purchased and installed in 2003 and has thus concluded an uninterrupted operating time of 10 years. Main parts of this much differentiated technology are no longer available to order, which means a continued and operationally necessary maintenance can no longer be guaranteed. Only the specified modernization will enable a continuous availability of the operationally essential SMR, and thus avoid security relevant gaps in the service. In the short term and long term, the Surface Movement Radar shall enable the following objectives: - The departure sequence at the runway shall be optimized according to

the real traffic situation reflecting any change off-gate or during taxi to the runway.

- Thus enabled, A-SMGCS shall provide optimized taxi by monitoring of real surface traffic and by considering updated taxi times in departure management regardless of meteorological or other impacting conditions.

In a further step, planned routing and planning function free as possible of conflicts which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement. This protect supports Family 2.2.1 A-SMGCS Level 1/2.

PROJECT LEADER Munich Airport MEMBER STATE GERMANY TIMING 24/01/2014 - 31/12/2015 AIRBORNE INTERDEPENDENCIES SYNCHRONIZATION With ANSPs LINKS NM-Links NSP: SO 6/3 & SO 6/4

NOP: Basic SMR is available in TWR and APP.

A-SMGCS (level 1) available in TWR and APP


50

Content Description

REFERENCE NUMBER 129AF2 TITLE CDM-Orly MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

- Upgrade PDS for sharing information with DMAN, - Implement De-icing tool for improving operational efficiency - Share essential information, such TSAT, on the CDM Website for

all stakeholders These functionalities contribute directly to the pre-requisite S-AF 2.1 "Departure Management synchronized with Pre Departure sequencing", through Family 2.1.1 "Initial DMAN capability" and Family 2.1.3 "Basic A-CDM" :

- PDS upgrades / DMAN/PDS interface integration - De-icing manager tool upgrades - CDM Website upgrades

PROJECT LEADER Airports de Paris: Orly Airport MEMBER STATE FRANCE TIMING 01/01/2014 - 31/12/2016 AIRBORNE INTERDEPENDENCIES - 050AF2 - SYSAT@ORY

- 077AF4 - Interactive Rolling NOP SYNCHRONIZATION With Airspace Users, Airports, ANSPs, ECTL/NM LINKS AF 2; Sub AF 2.1; Family 2.1.1; Family 2.1.2

AF 2; Sub AF 2.2; Family 2.2.1 AF 4; Sub AF 4.2; Family 4.2.2; Family 4.2.3

NM LINKS

NSP : SO 6/4; SO 6/6 NOP: Advanced ATC Tower implemented. NM will continue to provide support towards A-CDM implementation - planned for Q2 2016.


51

Content Description

REFERENCE NUMBER 130AF2 TITLE BOREAL- Orly MAIN AF / SUB AF / Family AF 2; Sub AF 2.2; Family 2.2.1 PROJECT DESCRIPTION Objectives:

- Improve safety by upgrading knowledge of surface state and reaction time.

- Enabler to sub-functionalities defined into the IR 716/2014: A-SMGCS Level 1/2 (2.2.1) SAF 2.5/2.4 Boreal is the control and visualization station of the state of the runways and taxiways lights in Paris-Orly. Replacement of existing equipment is designed to enhance the robustness and the level of knowledge of information on state of the lights, in order to improve the reaction time of operational maintenance team and to upgrade or extend the tools which allow managing and monitoring information of the airfield area.

PROJECT LEADER Aéroports de Paris: Orly Airport MEMBER STATE FRANCE TIMING 01/02/2015 - 31/12/2016 AIRBORNE INTERDEPENDENCIES - 050AF2 - SYSAT@ORY

- 077AF4 - Interactive Rolling NOP SYNCHRONIZATION With Airports, ANSPs LINKS AF 2; Sub AF 2.5; Family 2.5.1 NM LINKS

NSP : SO 6/6 NOP: A-SMGCS not reported.


52

Content Description

REFERENCE NUMBER 135AF2 TITLE Ryanair RAAS Programme MAIN AF / SUB AF / Family AF 2; Sub AF 2.5; Family 2.5.2 PROJECT DESCRIPTION Objectives:

Implement aircraft systems contributing to airport safety nets. (ref: Family 2.5.2) The objective is to equip all Ryanair aircrafts with Honeywell Runway Awareness and Advisory Systems (RAAS) to improve situational awareness, reduce the risks of runway incursion, runway confusion and runway excursions and thus contribute to the overall airport safety net for high-density airports. Airport safety nets consist of the detection and alerting of conflicting ATC clearances to aircraft and deviation of vehicles and aircraft from their instructions, procedures or routing which may potentially put the vehicles and aircraft at risk of a collision. The main benefit is related to the increase of runway usage awareness, and consequently an increase of runway safety. On-board systems and technology uses airport data coupled with on-board sensors to monitor the movement of an aircraft around the airport and provide relevant information to the flight crew. Further applications of on-board systems are related to continuous monitoring of aircraft landing performance, providing pilots with a real-time, constantly updated picture. The on-board systems detect potential and actual risk of collision with other traffic during runway operations and provide the Flight Crew with the appropriate alert. An on-board airport safety net will improve safety in runway operations, mostly at airports where no safety net is provided to controllers.

PROJECT LEADER Ryanair MEMBER STATE IRELAND TIMING 01/01/2015 – 31/12/2016 AIRBORNE INTERDEPENDENCIES NO SYNCHRONIZATION With Airspace Users LINKS NO NM LINKS NSP: SO 6/6;

NOP: None;


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Content Description

REFERENCE NUMBER 136AF2 TITLE A-CDM Optimization MAIN AF / SUB AF / Family AF 2; Sub AF 2.1; Family 2.1.3 PROJECT DESCRIPTION Objectives:

Although Airport Collaborative Decision Making Optimization Project covers several areas that can be attributed to basic A-CDM the focus is primarily on optimization of “Information Sharing” which is one of the cornerstones in the milestone approach process described in the A-CDM Manual. The detailed purpose of the project is

- to facilitate cooperation between different organizations while raising the quality of information dissemination at Stockholm Arlanda Airport and at Network Manager Operations Centre (NMOC).

- The distribution of information will only be recorded once - Online information will replace the estimated values. - The quality of operational flight data will increase by making

data available online - Improve the quality of "Departure Progress Information" to

NMOC The main steps are:

- Development and introduction a WEB-interface. - Development and introduction of an Flight Operational APP - Develop and introduce a CDM portal - System integration - Introducing Flight information at GATE and STAND

PROJECT LEADER Swedavia MEMBER STATE SWEDEN TIMING 01/01/2015 – 31/12/2016 AIRBORNE INTERDEPENDENCIES 077AF4 - Interactive Rolling NOP SYNCHRONIZATION With, ECTL/NM LINKS AF 2; AF 4; AF 5; Sub AF 2.1; Sub AF 2.5; Sub AF 4.2; Sub AF 5.5; Family

2.1.1; Family 2.1.4; Family 2.5.1; Family 4.2.2; Family 4.2.3; Family 5.5.1 NM-Links NSP: SO 6/3 & SO 6/4

NOP: Local Airport CDM Implementation: Yes.

Integration of Airports into the network (DPI, FUM): FUMs are used. DPI Operational Evaluation (testing): Current Status for DPI: Short Delay. Planned for Q1 2015.


54

Content Description

REFERENCE NUMBER 137AF2a TITLE Enhancement of Airport Safety Nets at Stockholm Arlanda Airport MAIN AF / SUB AF / Family AF 2; Sub AF 2.2; Family 2.2.1 PROJECT DESCRIPTION Objectives:

- Improve the performance of the surveillance function of the A-SMGCS system at Stockholm Arlanda airport, in order to enable to provision of high-quality, reliable surveillance data for integration in the advanced Airport Safety Nets function.

- Keep the implementation of the surveillance function up-to-date to enable future expansion of the ASMGCS system, to enable future functionality of the A-SMGCS system and to ensure interoperability with new components in the future.

The main steps to reach this objective are:

- Upgrade of SMR stations - Enhancement of Airport Safety Nets - Operational validation and introduction of Airport Safety Nets

PROJECT LEADER Swedavia MEMBER STATE SWEDEN TIMING 01/08/2015 – 01/06/2017 AIRBORNE INTERDEPENDENCIES 136AF2 - A-CDM Optimization SYNCHRONIZATION With ANSPs LINKS AF2; Sub AF 2.1; Sub AF 2.5; Family 2.1.1; Family 2.1.3; Family 2.5.1 NM-Links NSP: SO 6/6

NOP: A-SMGCS (level 1) is available in TWR

A-SMGCS (level 2) implementation is on-going. Electronic Strips: Available in TWR and APP.


55

1.1.3 AF3Flexible ASM and Free Route

Content Description


TITLE AZA Traffic Flow Restriction (TFR) – LIDO planning system


PROJECT DESCRIPTION Objectives: TFR (Traffic Flow Restriction) is a LIDO FLIGHT LUFTHANSA SYSTEMS module that allows integrating traffic flow restriction document (RAD) and the EUP/UUP into the flight planning process within Lido/Flight. The RAD is the document published by Central Flow management Unit (CFMU) of EUROCONTROL and describes routes on which restrictions are imposed for a specific period. By this Lido tool Alitalia will be able to plan usually closed segments (CDR) obtaining in this way important optimization to company routes and also be able to catch the opportunity to plan over new segments whose availability will be unveiled day by day. The main objectives are:

Improve the route efficiency pursuing the minimum cost (Total cost = fuel costs + ATC costs + time cost).

Automation on the research of the best routing

Research of the best routing looking at the daily availability of DCT and RAD restriction removal

Reduction of CO2 and other emissions due to optimized flight plans.

PROJECT LEADER Alitalia

MEMBER STATE ITALY

TIMING 01/05/2014 – 01/04/2016

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION

LINKS

NM links NSP: direct link with: SO 5/1 Enable 4D trajectories at planning level, in cooperation with airspace users and ANSPs an indirect link with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible). NOP: The Network Operation Plan (NOP) does not directly address the requirements and plans for Airspace Users.


56

Content Description


TITLE AZA Free Flight – Direct Optimization


PROJECT DESCRIPTION Objectives: The feature “Free Flight – Direct Optimization” lets users define arbitrary waypoints by their coordinates and dynamically trigger a calculation of the missing segment between the newly defined Free Flight waypoint and any other Free Flight or system-known waypoint, or between two systems known waypoints. The feature can be used as part of the regular flight planning process. It is also suitable for the modification of reclearance procedures or as in flight assistance. With the aid of graphical maps, flight dispatchers can visualize and evaluate a given calculated route, select a waypoint, replace it with a Free Flight waypoint, eliminate waypoints deemed superfluous and reconnect the Free Flight waypoint with existing route objects. The application plots the missing segment between a designated Free Flight waypoint and the designated next waypoint. Main objective is:

Improve the route efficiency pursuing the minimum cost (Total cost = fuel costs + ATC costs + time costs).

Reduction of CO2 and other emissions due to optimized flight plans.

PROJECT LEADER Alitalia

MEMBER STATE ITALY

TIMING 01/05/2015 – 01/05/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION

LINKS

NM links NSP: direct link with: SO 5/1 Enable 4D trajectories at planning level, in cooperation with airspace users and ANSP; an indirect link with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible). NOP : The Network Operation Plan (NOP) does not directly address the requirements and plans for Airspace Users


57

Content Description


TITLE LARA integration in CANAC 2



Providing ATCO’s (Air Traffic Controller) with military information about areas reservation in order to optimise the use of airspace

Automate the display of airspace reservation in the EUROCAT (in the ODS (Operational input and Display System) of the FDP (Flight Data Processing) system)

Provide information about status of airspace reservation in the ADIDS-c (Aeronautical Data Information Display System)



TIMING 01/01/2014 - 01/01/2016

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION

LINKS

NM links NSP: direct links with SO 3/2 (Implement Advanced Flexible Use of Airspace), SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization) NOP: It is addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS) as the airspace management (advanced FUA) measure and Technical Measures (minor upgrades of CANAC 2 system) for capacity enhancement in 2015/2016


58

Content Description


TITLE Borealis Free Route Airspace (Part 1)


PROJECT DESCRIPTION Objectives: The Borealis Alliance will implement Free Route Airspace (FRA) within the NEFRA region that consists of the two functional airspace blocks (FAB) of Denmark-Sweden and North European Functional Airspace Block (Estonia, Finland, Latvia, Norway). Free Route Airspace is a key element of the Pilot Common Project and NEFRA is a cross-border inter-FAB region of Europe. This project will be broken down into airspace design, fast and real-time simulations and finally implementation. A second part is planned at a later stage to cover also the airspaces of UK, Ireland and Iceland

PROJECT LEADER BOREALIS Alliance

MEMBER STATE Not applicable

TIMING 01/01/2014 – 31/12/2016

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ANSPs, ECTL/NM

LINKS AF3; Sub AF3.2, Family 3.2.1 AF3; Sub AF3.2, Family 3.2.3 AF4; Sub AF 4.1, Family 4.1.1 AF4; Sub AF 4.2, Family 4.2.2 AF4; Sub AF 4.2, Family 4.2.3 AF4; Sub AF 4.4; Family 4.4.1

NM links NSP: SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible) ; SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization as required for FRA deployment) ; SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination) ; SO 4/1 (Modernise the local/FAB system capabilities including ATC planning functions and Controller tools procedures) for AVINOR and LGS. NOP: This project is addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS) as the airspace/ free route airspace measure for capacity enhancement in 2015-2019 time slot by NAVIAIR, EANS, Finavia, IAA, AVINOR, LFV and NATS ; the technical measures for capacity enhancements in 2015-2019 time slot by NAVIAIR, EANS, LGS, IAA, AVINOR, LFV and NATS


59

Content Description


TITLE 4-Flight deployment in DSNA pilot ACCs



Replace the current operational CAUTRA ATM System for Reims and Marseille ACCs and major APP, by a modern SESAR compliant and interoperable full ATM system based on the brand new Coflight Flight Data Processing System (FDPS), in order to increase DSNA’s performance

Support the implementation of the European ATM Master Plan for France and of the SESAR concept

Comply with the Single European Sky (SES) and FABEC rules

Switch to “stripless” environment and up-to-date technologies

Reduce total cost of ownership, by sharing development and evolution costs and risks for the new system, with other ANSP partners

PROJECT LEADER DSNA

MEMBER STATE FRANCE

TIMING 01/07/2014 – 31/12/2018

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION

LINKS

NM links NSP: direct links with SO 4/1 (Modernise the local/FAB system capabilities including ATC planning functions and Controller tools procedures). NOP: This project is addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS) as Technical measure for capacity enhancement by the deployment of new ATM system (4-flight) by Reims and Marseille ACCs in 2019.


60

Content Description


TITLE ASM tool Implementation


PROJECT DESCRIPTION Objectives: Air Space Management (ASM) tool implementation is a prerequisite for Free Route Airspace Implementation of AF3 – Flexible Airspace Management and Free Route of the Commission Implementing Regulation (EU) No 716/2014 on the establishment of the Pilot Common Project (PCP) supporting the implementation of the European Air Traffic Management Master Plan. The EUROCONTROL LARA ASM tool will:

enhance Civil-Military ATM performance;

provide real-time exchange of airspace management data;

enhance situational awareness

facilitates collaborative decision-making

improve safety

PROJECT LEADER EANS

MEMBER STATE ESTONIA

TIMING 01/01/2014 – 31/07/2016

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ECTL/NM

LINKS AF 4; Sub AF 4.2

NM links NSP : SO 3/2 (Implement Advanced Flexible Use of Airspace) SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization). NOP: This project is addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS) as the procedural measures for capacity enhancement in 2016.


61

Content Description


TITLE ENAV implementation of Free Route

MAIN AF / SUB AF / Family AF3; Sub AF 3.2; Family 3.2.4

PROJECT DESCRIPTION Objectives: The project aims to implement free route operations in Italy through a seamless integration of the four Italy ACCs enabling airspace users to flight-plan their preferred trajectories within the whole Italian airspace. The deployment will address both technical systems and operational airspace design and procedures. ENAV and BLUE MED FAB partners have been implementing Free Route Airspace concept according to the agreed BLUE MED FAB Implementation Programme, within which the Free Route Airspace concept will be applied in all its stages: from the implementation of night DCTs, up to more ambitious Free Route scenarios on regional scale. The project aims to implement free route operations in Italy through a seamless integration of the four Italy ACCs enabling airspace users to flight-plan their preferred trajectories within the whole Italian airspace. The deployment will cover technical systems, operational airspace design and procedures addressing the following objectives:

Enable users preferred trajectories within whole Italian airspace

Upgrade of ATM Systems

Seamless integration of four Italy ACCs

ATS-route network optimization, including arrival and departure procedures

Sectors adaptation to accommodate the changes in traffic flows where needed

PROJECT LEADER ENAV

MEMBER STATE ITALY

TIMING 01/01/2014 - 31/12/2017

AIRBORNE

INTERDEPENDENCIES 095AF3 – Implementation of FRA in Greece


LINKS AF3; Sub AF 3.1, Family 3.1.1 AF3; Sub AF3.2; Family 3.2.1, AF 4; Sub AF4.1; Family 4.1.1

NM links NSP: direct links with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible); SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination); SO 4/1 (Modernise the local/FAB system capabilities including ATC planning functions and Controller tools procedures). NOP: This project is addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS) as free route airspace measure for capacity enhancement in 2015-2017 time slot by 4 Italian ACCs Technical measure by the deployment of MTCD by 4 Italian ACCs in 2016.

Content Description



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TITLE ASM and A-FUA implementation



Improve Network performance and support a better utilisation of the Free Route Airspace and fixed route structure through enhanced ASM processes and tools

Enhance performance driven ASM/ATFCM processes (including those ATS processes that are linked to the ASM/ATFCM processes);

Introduce more dynamic and flexible ASM/ATFCM/ATS processes;

Production of key performance indicators for AFUA

PROJECT LEADER EUROCONTROL / Network Manager

MEMBER STATE Belgium

TIMING 01/01/2014 – 30/06/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ANSPs, Military

LINKS AF 3.1; AF 3.2

NM links NSP: SO 3; SO 4; SO 5 NOP:


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Content Description


TITLE NM DCT/FRA Implementation and support


PROJECT DESCRIPTION Objectives: This project contributes directly to the implementation of AF3 / S-AF3.2 Free Route:

Family 3.2.2 Upgrade NM Systems to support Direct Routing Operation (DCT)

Family 3.2.3 Implement Direct Routes The project allows to :

Ensure and co-ordinate the gradual implementation, in a harmonized way, of Free Route Airspace, including DCT based, throughout the European airspace.

Adapt NM systems to cope with Free route developments The project is a key contributor to the following Strategic Objectives mentioned in the Network Strategy Plan (NSP):

SO 3 : Implement a seamless and flexible airspace





TIMING 01/01/2014 – 30/06/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ANSPs


NM links NM inputs provided through the normal channels as any other implementing stakeholder.


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Content Description


TITLE Implementation of FRA in Greece


PROJECT DESCRIPTION Objectives: HANSP and BLUE MED FAB partners have been implementing Free Route Airspace concept according to the agreed BLUE MED FAB Implementation Program, within which the Free Route Airspace concept will be applied in all its stages: from the implementation of night DCTs, up to more ambitious Free Route scenarios on regional scale. The project aims to implement free route operations in Greece through a seamless integration of the two Greek ACCs enabling airspace users to flight-plan their preferred trajectories within the airspace of HELLAS UIR. The deployment will cover technical systems, operational airspace design and procedures addressing the following objectives:

Enable users preferred trajectories within the airspace of HELLAS UIR

Upgrade of ATM Systems

Seamless integration of two Greek ACCs

ATS-route network optimization, including arrival and departure procedures

Sectors adaptation to accommodate the changes in traffic flows where needed

PROJECT LEADER HCAA

MEMBER STATE GREECE

TIMING 01/11/2015 - 31/12/2016

AIRBORNE

INTERDEPENDENCIES 063AF3 - ENAV implementation of flexible ASM and Free Route


LINKS AF3, Sub AF3.2, Family 3.2.1 AF 4; Sub AF 4.2

NM links NSP: direct links with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible); SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination); SO 4/1 (Modernise the local/FAB system capabilities including ATC planning functions and Controller tools procedures). NOP: This project is addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS) as free route airspace measure for capacity enhancement in 2016-2019 time slot by Athens and Makedonia ACCs; Technical measure by the deployment of a new ATM system by Athens and Makedonia ACCs( 2015-2017).


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Content Description


TITLE Free route airspace from the Black Forest to the Black Sea

MAIN AF / Sub AF / Family AF 3; Sub AF 3.2; Family 3.2.4


development of the cross-border FRA concept within FAB CE

validation of the cross-border FRA concept within FAB CE

development of the FRA concept intra-FAB CE (throughout the FAB)

validation of the FRA concept intra-FAB CE (throughout the FAB)

increase airspace capacity

reduce the environmental footprint

via flexible/shorter routes improve the sustainability of aviation

PROJECT LEADER HUNGAROCONTROL

MEMBER STATE HUNGARY

TIMING 01/09/2015 -21/04/2017

AIRBORNE



LINKS AF3; Sub AF3.2, Family 3.2.1 AF 4; Sub AF 4.2

NM links NSP: This project has indirect links with NSP SO, as it does not address the deployment but the preparatory activities for deployment: SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible);SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization as required for FRA deployment) ; SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination) ; SO 4/1 (Modernise the local/FAB system capabilities including ATC planning functions and Controller tools procedures). NOP: This project is addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS) as Free route airspace measure for capacity enhancement in 2015-2019 time slots by Austro Control, Croatia Control, ANS CR, LPS SE and Slovenia Control. HungaroControl already deployed fully FRA within The Budapest FIR airspace but did not refer in their capacity plans for FABCE FRA deployment. BHANSA capacity plans are not addressed by NOP as ATS provision above FL 325 is delated to Serbia and Croatia and their respective ANSPs; the technical measures for capacity enhancements in 2015-2019 time slot by Austro Control, Croatia Control, ANS CR, LPS SE and Slovenia Control.


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Content Description


TITLE Family 3.1.1 NAV Portugal - Initial ASM tool to support AFUA

MAIN AF / SUB AF / Family AF 3; AF 3.1 ; Family 3.1.1

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

PROJECT LEADER Nav Portugal


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MEMBER STATE PORTUGAL

TIMING 01/01/2014 – 31/12/2016

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ECTL/NM

LINKS AF3; Sub AF 3.2; Family 3.2.1 AF4; AF5, sub AF5.3; Family 5.3.3

NM links NSP: direct links with SO 3/2 (Implement Advanced Flexible Use of Airspace); SO 3/3 (Implement appropriate cross-border airspace structures, enabling a flexible use of airspace - to achieve the flight efficiency targets and ensure appropriate cross-border sectorization). NOP: This project that aims to deploy LARA tool by the end of 2016 is not addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS).


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Content Description


TITLE 1st part of the upgrade of the P_21 PEGASUS system to SESAR functionalities - Test and Validation Platform

MAIN AF / SUB AF / Family AF 3; Sub AF 3.2; Family3.2.1

PROJECT DESCRIPTION Objectives: The P_21 system transition to iTEC has the following objectives:

Deployment of Preliminary Deployment Plan functionalities of the ATM System, mostly the ATM. Functionality 3 - Flexible Airspace Management and Free Route (Family 3.2.1), with references to: o Pilot Common Project – Technical Annex for the AF 03:

3.1.1. Airspace Management and Advanced Flexible Use of Airspace: The ATC system shall support flexible configuration of

sectors so that their dimensions and operating hours can be optimized according to the demands of the NOP

The system shall allow a continuous assessment of the impact of changing airspace configurations on the network

ATC systems shall correctly depict the activation and de-activation of configurable airspace reservations and the change of a volume of airspace from a fixed route network to FRA

The ASM, ATFCM and ATC systems shall securely interface in a way that allows the provision of air navigation services based on a common understanding of the airspace and traffic environment. The ATC systems shall be modified to enable this functionality to the extent necessary to comply with Regulation (EC) No 552/2004, point 4 of Part A of Annex II.

3.2.1. Free Route - ATC systems shall implement the following: Flight data processing system, including HMI, to

manage trajectory/flight planning without reference to the fixed ATS network

Flight planning systems to support FRA and cross-border operations

ASM/ATFCM to manage FRA — for FRA, Medium Term Conflict Detection (MTCD) including Conflict Detection Tools (CDT), Conflict Resolution Assistant (CORA), Conformance Monitoring, and APW for dynamic airspace volumes/sectors; Trajectory prediction and de-confliction shall support an automated MTCD tool adapted to operate in FRA airspace and, when required, on DCT

Flight Data Processing System (FDPS) shall support FRA, DCT and A-FUA

The controller working position shall support the operating environments, as appropriate

o Baltic FAB CONOPS 3.3.6 FRA (Free Route Airspace) The deployment of FRA will initially require the

introduction of a number of key enablers - System support – enhancement for the purposes of flight


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planning, flight data processing, flight data display and exchange, coordination, conflict detection and resolution;

Deployment at the same time of elements of other ATM Functionalities: o Enable the ATM System to support RNP operations (Family

1.2.3) o Electronic Flight Strips (Family 2.1.2) o Interface to NMS (Family 4.2.3) o FDP system adaptation to interface with NOP (Family 4.4.1) o ATM system adaptation to support AIXM 5.1 (Family 5.3.2) o FDPS upgrade preparing for IOP Flight Object exchanges (Family

5.6.1)

Alignment of the PEGASUS ATM system to further joint development within the iTEC cooperation and with the FAB partner

PROJECT LEADER PANSA

MEMBER STATE POLAND

TIMING 01/09/2015 – 28/02/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With ANSPs, ECTL/NM

LINKS AF3; Sub AF3.1, Family 3.1.1 AF 1, AF 4, AF 5; Family 1.2.3, Family 2.1.2, Family 4.2.3, Family 4.4.1, Family 5.3.2, Family 5.6.1

NM links NSP: The project has direct links with SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible); SO 3/2 (Implement Advanced Flexible Use of Airspace); SO 4/1 (Modernise the local/FAB system capabilities including ATC planning functions and Controller tools procedures); NOP: This project is not addressed by NOP Annex 5 (ACC TRAFFIC FORECAST & CAPACITY PLANS) as the PANSA listed only the data link system improvement as the technical measures for capacity enhancement.


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1.1.4 AF4 Network Collaborative Management

Content Description


TITLE ENAV initiative for the identification of Network Collaborative Management requirements

MAIN AF/ SUB AF/ Family AF 4, Sub AF 4.2, Family 4.2.3

PROJECT DESCRIPTION Objectives: ENAV will develop a study in order to identify all requirements and provisions to meet the demands set for AF4 under Reg. 716/2014. The study will identify measures in order to implement:

Optimized management of traffic demand, including high-level/peak hours traffic requests. Some enhancement through reduction in controller workload.

Enhanced by improved sharing of the network situation

Better use of the available network capacity

Increased through suppression of flight ATFM regulations thanks to local ATFCM measures with the same ATC sector manning

Small benefits through improved use of the airport and airspace capacity resulting from a better knowledge of the airspace availability and of the traffic demand.

Reduction of costs induced by delays

Reduction of flight delays Enhanced through use of cost effective tools to access network information instead of expensive local tools or procedures and through the improved capacity

PROJECT LEADER ENAV

MEMBER STATE ITALY

TIMING 01/01/2014 - 31/12/2017

AIRBORNE


066AF5 - ENAV AIS system Upgrade to support AIXM5.1

078AF4 - ATFCM measures (STAM)

079AF4 - Trajectory accuracy and traffic complexity

SYNCHRONIZATION With ANSPs, NM

LINKS AF4,SubAF4.1, Family 4.1.1 AF4,SubAF4.2, Family 4.2.2 AF4,SubAF4.4, Family 4.4.1 AF4,SubAF4.4, Family 4.4.2 AF3,SubAF3.1, Family 3.1.1 AF3,SubAF3.2, Family 3.2.1 AF3,SubAF3.2, Family 3.2.3 AF5,SubAF5.3, Family 5.3.1

NM links NSP : SO4/1, SO4/2, SO4/3, SO5/1, SO5/4 NOP:Marginal with NOP annex 5 (ACC traffic forecast and capacity plan) with a reference to the improved ATFCM process (including STAM) by 4 Italian ACCs


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Content Description


TITLE Interactive Rolling NOP

MAIN AF/ SUB AF/ Family AF 4; Sub AF 4.2; Family 4.2.2


Extension and improvement of the process referred to as the interactive rolling NOP.

Replacing the existing interfaces (NOP Portal, CHMI and EHMI) into a single interface

Provision of the common interface to all Stakeholders to enable the collaborative decision making processes used to build and execute the Network Operations Plan.






TIMING 01/01/2014 – 30/06/2017

AIRBORNE

INTERDEPENDENCIES 078AF4 – ATFCM measures (STAM)

081AF3 - NM DCT/FRA Implementation and support

082AF5 - SWIM compliance of NM systems

SYNCHRONIZATION With Airspace Users; Airports; ANSPs; EUROCONTROL; MET

LINKS AF4;SubAF4.2; Family 4.2.3 AF4;SubAF4.1; Family 4.1.1 AF3;Sub AF 3.2; Family 3.2.3 AF3Sub AF 3.2; Family 3.2.4 AF5;Sub AF 5.3; Family 5.3.1

NM LINKS NSP: SO4, SO5 NOP: Yes


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Content Description


TITLE ATFCM measures (STAM)



Minimizing ATFCM delay by reducing the need for ATFCM regulations and its impact on operations.

Improve the balance between demand and available capacity through cooperation between ATFCM and ATS processes, through targeted measures on (an) individual flight(s).

Delivery of a complete package of system support and operational procedures, to enable the harmonised and effective deployment of Short Term ATFCM Measures throughout the European airspace.

Support the network coordination between stakeholders and provide the network view for the elaboration, decision and execution of STAM measures.

Provide the collaborative environment to stakeholders during the elaboration, decision and execution of STAM measures.






TIMING 01/01/2014 – 30/06/2017

AIRBORNE

INTERDEPENDENCIES 077AF4 - Interactive Rolling NOP

062AF4 - ENAV initiative for the identification of Network Collaborative Management requirements

083AF1 - AMAN extended to en-route


LINKS AF4;SubAF4.2; Family 4.2.2 AF1; Sub AF 1.1; Family 1.1.3

NM LINKS NSP: SO4/ SO5 NOP: Yes


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Content Description


TITLE Trajectory accuracy and traffic complexity


PROJECT DESCRIPTION Objectives: This IP addresses the Family 4.4.1 ‘FDP System adaptation and EFD (EFTMS flight data message)’ and contributes to the S-AF4.4 ‘Automated Support for Traffic Complexity Assessment’.

The accuracy of demand assessment will be significantly improved by the use of the Extended Flight Plan (EFPL) in the planning phase, meaning a Flight Plan enriched with detailed trajectory and flight performance information. This will also positively impact the ETFMS flight data (EFD) messages process.

The better accuracy of the initial trajectory information provided by NM will improve traffic predictability in general, and more specifically facilitate the traffic complexity assessment both at local and central level.

The implementation of Network Traffic Scenario management tools at NM level will also directly contribute to manage traffic complexity.

Improved trajectory/constraint accuracy/awareness will also result in potential improvements to flight efficiency.



TIMING 01/01/2014 – 30/06/2017

AIRBORNE

INTERDEPENDENCIES 062AF4 - ENAV initiative for the identification of Network Collaborative Management requirements

SYNCHRONIZATION With Airspace Users, Airports, ANSPs, EUROCONTROL

LINKS AF4,SubAF4.1, Family 4.1.1

NM LINKS NSP: SO5 NOP: Yes


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Content Description


TITLE Family 4.2.3 NAV Portugal Interface to NMS AFP



The purpose of this national project (action), on the Lisbon FIR, is to contribute for the European wide objectives of the IR 716/2014 AF#4, namely on the Improvement of the collaboration between the NM and ANS providers, airports and airspace users in flight plan filing.

The Lisbon FIR ATM system should automatically provide AFP message for: o Missing flight plan o Change of route o Diversion o Change of flight rules or flight type o Change of requested cruising level o Change of aircraft type o Change of aircraft equipment.

The APL and ACH messages sent by IFPS and AFP messages are automatically processed

PROJECT LEADER Nav Portugal

MEMBER STATE PORTUGAL

TIMING 01/05/2015 – 31/03/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION NM

LINKS

NM LINKS NSP: SO4/1, SO4/2 NOP: Annex 5


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1.1.5 AF 5 Initial SWIM

Content Description


TITLE ATM Data Quality (ADQ)


PROJECT DESCRIPTION Objectives: The project aims to migrate Austro Control’s aeronautical data base to support AIXM 5.1, ensuring the data quality to be high enough to be compatible with System Wide Information Management (SWIM). This migration will support the enhancement of security, data integrity and capacity, as well as promotion of ATM automation. The proposed action is therefore instrumental to the fulfilment of the requirements according to ICAO Annex15 and ESSIP INF05, as well as for creating the basis for a smooth implementation of SES/ADQ, more specifically aiming at:

Compliance to ICAO Annex 15 and Commission Regulation (EU) No 73/2010 ensured

Validation and integrity checks introduced

Workflow management system introduced to the service delivery management domain (SDM)

Stream for internal and external data delivery digitalized

National legislation aligned

PROJECT LEADER AUSTROCONTROL


TIMING 01/01/2014 – 15/12/2015

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airports

LINKS AF 1/Sub AF 1.2/ Family 1.2.1 AF 1/Sub AF 1.2/ Family 1.2.2 AF 1/Sub AF 1.2/ Family 1.2.3 AF 3/ Sub AF 3.2/ Family 3.2.1 AF 3/ Sub AF 3.2/ Family 3.2.3 AF 4/Sub AF 4.2/ Family 4.2.2 AF5/Sub AF 5.3/ Family 5.3.1

NM links NSP: SO 2/5 NOP:No link


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Content Description


TITLE Integrated Briefing System New (IBSN)

MAIN AF / SUB AF / Family Family 5.3.1


AIDA (Aeronautical Information Data-handling-system Austria)/Integrated Briefing System (IBS) Legacy System (technology end of life as well as software architecture) replaced

“EAD customized” (EAD - European Aeronautical Database) implemented

Connection to existing Austro Control infrastructure (network, working positions, ECITs – EAD Connection Interface Terminal, BF (Briefing Facility)-Box, IBS Web services etc.) ensured

Data from legacy system transferred

AIDA/IBS legacy system cut out and sub-provider contracts cancelled

OPS (operations) training (AIM/VFSS) and briefing of technical personnel (ACG Service Control Center and experts) conducted

Nagios and Trouble Ticket System inserted

“EAD customized“ set in operation after successful FAT and SAT

Description: Austro Control’s Integrated Briefing Legacy System has reached end of life (of the technological product cycle)and needs to be replaced. The new briefing service will be prepared to be compliant with the System-Wide Information Management (SWIM) architecture. The upgrade of AIS services shall be seen as a SWIM prerequisite by using EAD core services (reference is made to ESSIP INF 05) New briefing functions introduced by the new system include:

Graphical display (FPL – Flight Plan & NOTAM – Notification to airman)

Mobile devices

Meteorological (MET) web interface

Webshop

DELIVERABLES AND MILESTONES Deliverables:

1.1.3 Execution Phase - Meeting minutes, project reports

1.1.4 Finalization Phase - Project closedown report

1.2.2 Process In voices - Paid invoices

1.2.3 Verify contracts - Verified contracts

1.2.4 Revise Service Level - Agreements Revised SLAs

1.4.1 Start BF-box - BF-box connected and ready for operation

1.4.2 Provide VFSS WP (Citrix) - Working positions installed and ready for operation

1.4.3 Configure network/monitoring - Network ready for operation and monitoring available

1.4.4 Provide MET - Services Interface control document - web service definition language (WSDL) implemented

1.5.1 Revise Contingency Procedures - Updated Contingency Procedures

1.5.2 Revise Manuals - Updated Manuals

1.5.3 Revise SCC Procedures - Updated SCC Procedures

1.6.1 Test MET connection - Test protocols

1.6.2 Test performance - Test protocols


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1.6.3 Assure continuous testing - According to test plan conducted and protocols

1.6.4 Organize FAT - Test plan

1.6.5 Conduct FAT - FAT Protocol

1.6.7 Organize SAT- Test plan

1.6.8 Conduct SAT - SAT Protocol

1.7.1 Create training plan - Training Plan

1.7.2 Implement training - Training documentation

Participant certificates

1.8.1 Create and implement concepts for data migration - Migration concepts, Migration plan, Migration documentation and verification

1.8.2 Plan release - Release plan documents

1.8.3 Implement release - Release certification

1.8.4 Requirement Spec. Tax for Webshop - Requirement specification document

1.9.1 Compile marketing concept - Marketing concept

1.9.2 Inform customers - Mailings, meetings, events, etc.

1.9.3 Create folders and posters - Marketing material

1.10.1 Decommission facilities - Decommissioning report

1.10.2 Conduct asset retirement - Updated asset management register

Milestones:

1.2.5 Procurement and contracts completed

1.6.6 FAT successfully conducted

1.6.9 SAT successfully conducted

1.7.3 Certificate received

1.8.5 New system is operational

1.9.4 Customers are informed

1.10.3 AIDA/IBS legacy system decommissioned

PROJECT LEADER Austro Control


TIMING 01/01/2014 – 30/11/2015

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ANSPs, ECTL / NM, MET

LINKS AF 4; Sub AF 4.2; Family 4.2.3



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Content Description


TITLE MPLS WAN project


PROJECT DESCRIPTION Objectives : In the context of the Common Backbone Network Group (Germany, Belgium, Luxembourg and the Netherlands), the RAPNET (Regional Aeronautical Packet switched NETwork) is currently used by these ANSP’s to connect to the PENS (Pan-European Network System). The evolution of this inter-ANSP network is based on MPLS (MultiProtocol Label Switching) and Belgocontrol needs to implement a compatible networking infrastructure. The specific goals of MPLS WAN project are:

to create a secure and performing IP-based Ground-Ground communication network for the transfer of both operational data (Radar, Voice, Meteo, Aeronautical and Flight Information) and administrative data (LAN and Telephony)…

to share the different Belgocontrol applications on the network with the required data integrity;

to replace current SDH (Synchronous Digital Hierarchy) based by an MPLS based Wide Area Network (WAN).

The project will allow compliance with EU 409/2013 and 716/2014



TIMING 17/11/2014 - 07/06/2018

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airports, ANSPs, MET

LINKS

NM links NSP: SO 6/5, SO 9/4 NOP: AMAN projects are mentioned in NOP for many FABEC ANSPs.


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Content Description


TITLE Initial WXXM Implementation on Belgocontrol systems


PROJECT DESCRIPTION Objectives: The main objectives of this project are:

Enabling the Brussels Regional OPMET DataBank (RODB) to: o Receive and store ICAO OPMET data in IWXXM (ICAO Meteorological

Information Exchange) format; o handle requests from users and to exchange ICAO OPMET data in IWXXM

format;

Enabling the issuance of Belgian OPMET data in IWXXM format to ensure conformity with the envisaged Amendment 77 to ICAO Annex 3;

Enabling the Belgocontrol ATS Messages Handling system (AMHS) to support exchange of messages in XML (Extensible Markup Language) data formats (IWXXM, …)



TIMING 01/01/2014 - 11/11/2016

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ANSPs, MET

LINKS

NM links NSP: SO 2/5 NOP:No


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Content Description


TITLE ADQ – Aeronautical Data Quality


PROJECT DESCRIPTION Objectives: The project consists of DFS migration of their relevant IT systems to AIXM5.1. The Project ADQ is the focal point for all technical issues Reg.73/2010 and establishing AIXM5.1-ability, which will allow:

receiving in conformity with Reg. 73/2010 aeronautical data in AIXM5.1 format,

exchange data between internally databases in AIXM5.1 format and also

providing external entities with aeronautical data in the AIXM5.1 format. In consultation with the German authority BAF, the implementation will be proved by ECTL Specification as Means of Compliance (MoC). One of these ECTL specifications for compliance of AIXM5.1 is the documentation of - Aeronautical information Exchange (Aix)

PROJECT LEADER DFS

MEMBER STATE GERMANY

TIMING 01/10/2013 – 31/12/2016

AIRBORNE

INTERDEPENDENCIES 041AF5 - EASI - EAD AIM System Integration

084AF5 - Implementation of Prerequisites for the Provision of Aerodrome Mapping Data and Airport Maps as Data Originator (Aeronautical Information Exchange)


LINKS AF 1; Sub AF 1.2; Family 1.2.2, Family 5.3.1

NM links NSP: SO 2/5 NOP: No


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Content Description


TITLE EASI - EAD AIM System Integration


PROJECT DESCRIPTION Objectives: The DFS project EASI will replace the current DFS system DIAS by the centrally provided EAD system in the context of AIS/ARO functions. This step to a centralised system enables the direct provision of DFS NOTAM and flight plan information via this centralised service. As soon as implemented on the EAD, this DFS information will be available in AIXM-5.1-format and DFS will directly input this data in AIXM-5.1. The abdication of a DFS-specific AIS-system reduces the complexity for the launch of AIXM-5.1 as the number of interfaces and especially parallel AIXM-5.1-implementations is limited. The effort to implement AIXM-5.1 on an internal system can then be spent to support the AIXM-5.1-implementation by EUROCONTROL on the central system. The migration to the central EAD-system is performed by the usage of standard-EAD-terminal-clients and EAD-standard-interfaces.

PROJECT LEADER DFS


TIMING 05/08/2013 – 31/07/2018

AIRBORNE

INTERDEPENDENCIES 040AF5 - ADQ – Aeronautical Data Quality

SYNCHRONIZATION With Airspace Users, ANSPs, EURO CONTROL ,ECTL / NM

LINKS AF 4/ Sub AF 4.2/ Family 4.2.2, AF 5/ Sub AF 5.3/ Family 5.3.2

NM links NSP: SO 2/5 NOP: No link


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Content Description


TITLE Implementation and operation of an IP-based G/G data communication network in ENAIRE


PROJECT DESCRIPTION Objectives: Evolution of the existing ENAIRE’s aeronautical data network (REDAN) in order to ensure an agreed level of Ground-Ground interconnectivity between ENAIRE ATSUs and stakeholders as required to facilitate information exchange with the communication requirements of new applications (SWIM based). This evolution will include voice and data integration and Alignment of REDAN technology with the current and future state-of-the-art. Benefits are expected through Reduction of maintenance and operation costs. The scope of the project includes deployment of the new network infrastructure in ACCs and remote sites (TWRs, radar and radio stations, etc.), user integration into new infrastructure, training and Safety studies and continuous supervision of the deployed network infrastructure.


MEMBER STATE SPAIN

TIMING 01/01/2014 - 31/12/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, Airports, ANSPs, MET

LINKS



83

Content Description


TITLE ENAV AIS system Upgrade to support AIXM5.1


PROJECT DESCRIPTION Objectives: The Aeronautical Information Exchange Model (AIXM) is designed to enable the management and distribution of Aeronautical Information Services (AIS) data in digital format. ENAV uses an IDS suite called AERODB for AIS static data storage, exchange, manipulation and AIP and Charts production, the actual DB use AIXM 4.5 protocol. The PIB producing system (AOIS Web) is actually based on a non-standard format environmental DB. The project will complete theAERODB migration to the new information exchange model and will change from AOIS web to a new application called EWADs, in order to ensure fully capability AIS system to support AIXM 5.1 data format,

PROJECT LEADER ENAV

MEMBER STATE ITALY

TIMING 01/04/2014 - 30/06/2016

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airports, ANSPs

LINKS



84

Content Description


TITLE Coflight-eFDP System Development


PROJECT DESCRIPTION Objectives: The Coflight-eFDP System is the Flight Data Processing (FDP) System of new generation designed to meet the needs of European Air Navigation Service Providers (ANSPs) for the next decade, satisfying the need for the harmonisation and interoperability of air traffic management systems in Europe. The Coflight Programme is part of a wider programme that involves the renewal of the whole National ATM System, called 4-Flight, for ENAV and DSNA, through which they will develop their completely brand new ATM system to meet all the requirements from the SES performance scheme as well as from all the relevant regulations for the coming years. 4-Flight will guarantee the optimal performances in terms of safety, capacity, environmental impact and cost efficiency, contributing to a significant improvement of the network performances in Europe. The 4-Flight’s system core and infrastructure will be made available by the Coflight Programme, which will provide an overall ATM System Oriented architecture and sockets for the other internal components that will be developed according to SESAR compliant user requirements. Coflight will provide also the connections with most of the external systems through SESAR standardised Flight Object based Gate-To-Gate IOP. This project will focus on the development of the successive upgrading software versions (V2R1, V3+ and V4) from requirements to functional tests and reports

PROJECT LEADER ENAV/DSNA

MEMBER STATE ITALY

TIMING 01/01/2014 - 31/12/2016

AIRBORNE

INTERDEPENDENCIES 053AF3 - 4-Flight deployment in DSNA pilot ACCs

SYNCHRONIZATION With Airports, ANSPs, EUROCONTROL, NM


NM LINKS NSP: SO5/1 NOP: No


85

Content Description


TITLE SWIM Common Components

MAIN AF / SUB AF / Family AF 5; Sub AF 5.3Family 5.2.2

PROJECT DESCRIPTION Objectives: The objective of this project is twofold: 1. SWIM Data Models - deployment toolkit: The goal is to have common rules for the data capturing/mapping/interpretation. It will include:

Development of an AIXM Coding Guidelines Service. This service will update the AIXM 5.1 coding guidelines better reflecting the needs of a wider range of stakeholders, such as NM sub-systems, ATC, procedure designers, etc.

Provide AIXM Data Validation Services, ensuring that data sets are syntactically valid (against the XML Schema) and semantically correct and can be used in confidence for a particular application. The initial set of AIXM 5.1 Business Rules needs to be maintained and enhanced, considering the feedback from the implementations and the needs of the various stakeholder groups.

Provide a Web Based Training (WBT) Service for the latest AIXM version. The existing AIXM 4.5 WBT is outdated and there is a strong need for a new AIXM 5.1 WBT Service.

The deployment toolkits will be updated based on further versions of the following specifications:

o Aeronautical Information Exchange Model (AIXM) version 5.2 o Weather Exchange Model (WXXM) and ICAO Weather Exchange

Model (IWXXM) version 3 o Flight Information Exchange Model (FIXM) version 4

2. Registry: The SWIM Registry will provide a platform for the service providers to find information about SWIM (SWIM Reference Management) and will provide a limited support for the end-users, including minor changes to the look and feel of the SWIM registry and allow updates of the SWIM references when needed.

PROJECT LEADER EUROCONTROL


TIMING 01/01/2016 - 31/12/2020

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airports, ANSPs, Airspace Users, NM, MET

LINKS AF 2/Sub AF 2.1/ Family 2.1.3; AF 2/Sub AF 2.1/ Family 2.1.4 AF 4/ Sub AF 4.2/,; Family 4.2.1 ; AF 4/ Sub AF 4.2/ Family 4.2.3; AF 4/ Sub AF 4.2/ Family 4.2.4 AF 5/Sub AF 5.1/ Family 5.1.1; AF 5/Sub AF 5.4; AF 5/Sub AF 5.5 AF 5/Sub AF 5.6

NM LINKS NM inputs provided through the normal channels as any other implementing stakeholder.


86

Content Description


TITLE SWIM compliance of NM systems

MAIN AF / SUB AF / Family AF 5; Sub, 5.5, Family 5.5.1

PROJECT DESCRIPTION Objectives: The project aims at extending NM systems technical capabilities to initiate SWIM compliance and at developing/deploying new NM B2B services to exchange network / flight plan information with the operational stakeholders. It aims compliance with the requirements of SWIM Yellow Profile and it includes:

the exchange of network / flight plan information using the Yellow SWIM TI Profile;

the new NM B2B services. This IP addresses the following Family (ies):

Family 5.5.1 Interface and Data requirements

Family 5.6.1 FDPS Upgrade preparing for IOP Flight Object Exchanges



TIMING 01/01/2014 – 30/06/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, Airports, ANSPs, ECTL/NM

LINKS AF 2/Sub AF 2.1/ Family 2.1.3 AF 2/Sub AF 2.1/ Family 2.1.4 AF 3/Sub AF 3.2/ Family 3.2.4 AF 4/Sub AF 4.2/ Family 4.2.3 AF 4/Sub AF 4.2/ Family 4.2.4 AF5/ Sub AF 5.2 AF5/ Sub AF 5.3 AF5/ Sub AF 5.6/ Family 5.6.1

NM LINKS NM inputs provided through the normal channels as any other implementing stakeholder.


87

Content Description


TITLE Implementation of Prerequisites for the Provision of Aerodrome Mapping Data and Airport Maps as Data Originator (Aeronautical Information Exchange)

MAIN AF / SUB AF / Family AF 5; Sub AF 5.3;Family 5.3.1

PROJECT DESCRIPTION Objectives: This implementation project will ensure that Frankfurt Airport can fulfil its role as data originator for aerodrome mapping data and airport maps as required by 5.1.3 Aeronautical Information Exchange, bullet point “provide aerodrome mapping data and airport maps” of Commission Regulation (EU) No 716/2014. The implementation of this project will allow the provision of aerodrome mapping data and airport maps by standard XML schema as per AIXM 5.1. In order to implement Regulation (EU) No 73/2010 and to be able to fulfil their role as data originator for aerodrome mapping data and airport maps German airports, their associations ADV and IDRF and DFS agreed upon a common process for the aeronautical data chain and the definition of the interface between airports and the air navigation services provider, DFS. The interface dealing with data and information provided by the originators (airports) to the receiver (DFS) will use the AIXM 5.x format (Aeronautical Information Exchange Model). Therefore, a tool is required which transforms the data formats used at airports in such a way that they are accepted by the interface provided by DFS and that they comply with the requirements of Commission Regulation (EU) No 73/2010 and Commission Implementing Regulation (EU) No 716/2014 (“Pilot Common Project”). The implementation project is a prerequisite for the exchange of information among operational stakeholders as required by Commission Regulation (EU) 716/2014.

PROJECT LEADER FRAPORT


TIMING 01/01/2014 – 31/03/2016

AIRBORNE

INTERDEPENDENCIES 041AF5 - EASI - EAD AIM System Integration


LINKS

NM LINKS NSP : SO2/5 NOP : None


88

Content Description


TITLE Meteorological Information Exchange by MET ANSP KNMI


PROJECT DESCRIPTION Objectives: The project aims at:

Implementation of a flexible and cost-effective interoperable exchange of MET information for Amsterdam TMA and ACC, Amsterdam Airport Schiphol, Airspace Users, Military and Network Manager compliant with the iSWIM data formats and interfaces.

Demonstration and verification of the operational deployment of iSWIM for MET information, and to provide feedback on the principles, standards and specifications currently defined for iSWIM in AF5 and the information and exchange models and schemes of ICAO (WXXM), WMO (METCE) and the EUROCONTROL/FAA (WXCM-WXXM-WXXS).

The implementation and verification covers the standard MET products: TAFs for civil airports in Amsterdam TMA and ACC (WP1); AIRMETs and SIGMETs for the Amsterdam FIR (WP2); METARs and AUTO METARs for civil airports in Amsterdam TMA and ACC (WP4); (AUTO) MET reports and warnings for civil airports in Amsterdam TMA and ACC (WP5). It covers the provision of continuous sensor information for all available runways in Amsterdam TMA and ACC.

The development and implementation of a central database and web services to make the iSWIM compliant MET information easily available to users (WP3).

The realization of a cost-effective, secure and standard interface (PENS) for dissemination of safety critical MET information to ATM (WP6).

The development and implementation of (geo)graphical user interfaces to facilitate the generationand monitoring of the MET products and the efficient maintenance of these data formats.

The embedding of the systems/applications (new and/or extended) for the above mentioned provision of MET information in the operational production and monitoring chains of KNMI.

PROJECT LEADER KNMI

MEMBER STATE NETHERLANDS

TIMING 01/06/2015 - 31/12/2018

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, Airports, ANSPs, EURO CONTROL, ECTL/NM, MET

LINKS

NM LINKS NSP : SO2/5 NOP : None


89

Content Description


TITLE Implementation of Initial SWIM Capability (AF5) across NATS


PROJECT DESCRIPTION Objectives The objective is to enable iSWIM as an enabler for other PCP elements that deliver benefits in safety, capacity, cost-effectiveness and environment. Initial System Wide Information Management (iSWIM) supports information exchanges that are built on standards and delivered through an internet protocol (IP)-based network by SWIM enabled systems and will be delivered in the following blocks: Common Infrastructure Components (Sub AF 5.1);SWIM Technical Infrastructure and Profiles (Sub AF 5.2); Aeronautical information exchange (Sub AF 5.3) ; Meteorological information exchange (Sub AF 5.4); Cooperative network information exchange (Sub AF 5.5) and Flight information exchange (Sub AF 5.6)NATS proposal is to deliver a core Enterprise Information Service (EIS) capability to interconnect ATM services within centres, with Airports and other users and to underpin and enable later stages of information exchange by Flight Object. Delivery of the core EIS is the prime action in this 2014 funding call to enable information exchanges of this nature, a number of NATS core systems (primarily Networks, FDP, AIS and Meteo) also require update and enhancement. By their nature, these enhancements need to be carried out first and form the other sub-action elements of this 2014 funding call. Provision of full Flight Object exchange and IOP are expected to be part of future funding requests.

PROJECT LEADER NATS

MEMBER STATE UK

TIMING 01/01/2014 – 31/07/2018

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, Airports, ANSPs, ECTL/NM, MET

LINKS AF 1, AF 3, AF 4, AF 6; AF 5/Sub AF 5.1/ Family 5.1.1 AF5/Sub AF 5.2, AF5/ Sub AF 5.3/ Family 5.3.1 AF5/ Sub AF 5.3/ Family 5.3.2 AF 5/Sub AF 5.5, AF 5/ Sub AF 5.6

NM LINKS NSP: "SO2/1; SO2/5; SO2/4; NOP: NO;


90

Content Description


TITLE National WAN Infrastructure - CANDI-IP preparation project


PROJECT DESCRIPTION Objectives: The project aims at providing requirements for an adequate WAN infrastructure that will be compliant with the requirements of an IP g/g communications network is available. This WAN infrastructure will:

Ensure continuous availability of WAN data transport in EKDK FIR

Ensure logical and physical segregation of operationally critical data

Ensure that requirements on VoIP data transport are fulfilled

Ensure that rules and requirements on IPv6 data transport are fulfilled

Interface to PENS

PROJECT LEADER NAVIAIR

MEMBER STATE DENMARK

TIMING 03/02/2014 - 27/04/2015

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION No

LINKS

NM LINKS NSP: SO8/3; NOP: None;


91

Content Description


TITLE PILOT PLATFORM for access services to OPMET (worldwide/ECAC) data (METAR, TAF, SIGMET) in WXXM format


PROJECT DESCRIPTION Objectives: Upgrade Meteo service to provide reliable actual and forecast Meteo data, wherever required across the ATM network, in WXXM format. The project consists in the achievement of a pilot platform as WEB Service for access to OPMET (worldwide/ECAC) data (METAR, TAF, SIGMET) in WXXM format

PROJECT LEADER ROMATSA

MEMBER STATE ROMANIA

TIMING 02/03/2015 - 01/09/2017

AIRBORNE

INTERDEPENDENCIES

SYNCHRONIZATION With Airspace Users, ANSPs, ECTL/NM, MET

LINKS AF 5/Sub AF 5.1/ Family 5.1.1

NM LINKS NSP: SO2/5; NOP: None;


92

Annex B – Standardization and Regulation Matrices

Standardization and Regulation Matrices (S&R) represent a key Annex to the Deployment Programme 2015. They are

developed with the primary objective of providing an accurate snapshot of the current state of play of Standards and

Regulation mapped with the 44 Families of the Deployment Programme.

In order to provide an up-to-date picture, SDM has started elaborating the matrices by taking into account three main sources

of information:

- the Pilot Common Project itself (Commission Implementing Regulation (EU) No 716/2014 and especially the related

indicative Roadmap with respect to standardization and regulation needs);

- Integrated Roadmap Dataset #14, as provided by SJU;

- the indicative roadmap with respect to standardization and regulation needs for PCP implementation, as reviewed

by EASCG, chaired by EUROCAE;

This information was elaborated and analyzed by SDM in full coordination with EASA, EDA, NM and SJU as well as with EUROCAE

which contribution and inputs were pivotal towards the finalization of the Standardization and Regulation matrices proposed for

Consultation to Operational Stakeholders beginning of August.

The S&R matrices have to be considered as a living document that will be regularly updated throughout Deployment

Programme’s life time.


93

Output of consultation

Operational stakeholders acknowledged and supported the work performed by SDM in consolidating an integrated

roadmap on Standardization & Regulation for each of the family of the Deployment Programme, starting from the

validation, continuing with industrialization and concluding with deployment phase. Operational stakeholders

appreciated the proactive role of SDM in developing a view on the potential needs and understood that SDM view is not

binding for standardization/regulatory bodies.

The operational stakeholders’ priorities were aligned with SDM view and are summarized below.

General remarks

There is a need to avoid unnecessary standards and regulations in order not to hinder and slowdown actual

implementation;

Possible mechanisms to accelerate the production and development of standards, are needed and should be explored;

An analysis on the possible performance needs and subsequent benefits, both in terms of stakeholders’ categories

and geographical scope, would be beneficial and allow a prioritization of some of the activities;

Specific Priorities

AF1

It was emphasized the need for a timely delivery of the PBN Regulation, in order to harmonize and support deployment

throughout Europe. The lack of the above mentioned regulation is considered as a high risk for an effective and

synchronized deployment;

The SDM view that no Regulation or Standards is needed for Extended AMAN implementation was confirmed.

AF2

Time Based Separation implementation has been highlighted as a potential issue in terms of further studies needed in

particular for its link with AMAN and/or different sequencing techniques.


94

AF3

The relevance of cross border DCT/Free Routing was highlighted, emphasizing the need for further guidelines and

potentially more regulation to ensure harmonized implementation in support to Airspace Users.

AF5

The need to add cybersecurity requirements in the Matrices and in the DP as a whole was envisaged as a priority for

the next update of the Deployment Programme;

It was stressed the importance of progressing with all the draft documents available in support of AF5

implementation and all the necessary Information Exchanges enabling the other AFs implementation.

AF6

SDM and meeting participants agreed on the importance of the currently on-going SJU study concerning Data Link

services and on the need to identify Data Link implementation as a high level risk for deployment.


95

AF1 - Extended AMAN and PBN in high density TMA

Sub-AF1.1: Arrival Management extended to en-route Airspace

V3

Development Phase V4

Industrialisation Phase

V5 Deployment

Phase

Sub-ATM Functionality V3 (R&D)

End OIs

Standardisation Means of compliance and Certification

or Community Specifications Regulation Deployment

Activities Organisatio

n Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC

1.1 Arrival Management extended to en-route Airspace

31.12.2015 TS-0102 (Baseline) TS-0305

(Baseline) TS-0305-A

Before 2014

01/2024

Family 1.1.1 – Basic Aman

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





1.1.1 Basic AMAN

Available TS-0102

(Baseline) Before

2014 12/2020

SDM View AMAN is one component within an ATM system. ATM systems are bespoken systems, thus not subject to standardisation. Supporting guidance material could be beneficial


96

Family 1.1.2 – AMAN Upgrade to include Extended Horizon Function

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





1.1.2 AMAN

Upgrade to

include

Extended

Horizon

Function

31.12.2015 TS-0305 (Baseline) TS-0305-A

01/2015 01/2024

SDM View OLDI AMA message supports initial implementations without need for immediate additional standards. Initial deployment based on bilateral agreements. Supporting guidance material could be beneficial.


97

Sub-AF1.2: Enhanced TMA using RNP-based Operations

V3



V5 Deployment

Phase


End OIs



Activities Organisation Delivery Activities Organisation Delivery Activities Organisation Delivery IOC FOC

1.2 Enhanced TMA using RNP-Based Operations

31.12.2016 AOM-0605 AOM-0604 (Baseline) AOM-0603 AOM-0602 (baseline) AOM-0601 (baseline)

ICAO PBN Manual (Doc 9613)

ICAO Available (1) a) EASA AMC 20-27 (Airworthiness Approval and Operational Criteria for RNPAPPROACH (RNP APCH) Operations Including APV BAROVNAV Operations. b) EASA AMC 20-28 (Airworthiness Approval and Operational Criteria related to Area Navigation for Global Navigation Satellite System approach operation to Localiser Performance with Vertical guidance minima using Satellite Based Augmentation System).

(1) EASA (1) Effective

(1) Opinion 03/2015 (EASA regulatory material on PBN incorporating Doc 9613) (2) Commission Regulation amending Commission Regulation (EU) no 1178/2011 and 965/2012 as regards operational approval of PBN) (3) Revision of operational approval criteria for Performance-Based Navigation (PBN) RMT.0256/0257 (4) Technical requirement and operation procedures for Airspace design including procedure design (RMT.0445) (5) Provision of requirements in support of global PBN operations (Maintaining CS-ACNS) - RMT.0519

(1) EASA (2) EASA (3) EASA (4) EASA (5) EASA

(1) 2015 (2) 2016

(3) 2015

(4) 2016 (5) 2016

Before 2014

2024


98

V3



V5 Deployment

Phase


End OIs




(6) Technical requirements and operational procedures for the provision of data for airspace users for the purpose of air navigation (RMT.0593)

(6) EASA (6) 2016

Family 1.2.1 – RNP approaches with vertical guidance

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





1.2.1 RNP approaches with vertical guidance

Available AOM-0602 (Baseline) AOM-0604 (Baseline)


ICAO Available (1)Technical requirement and operation procedures for Airspace design including procedure design (RMT.0445) (2) Provision of requirements in support of global PBN operations (RMT. 0519) (3) PBN rule-making (NPA 2015-01)

(1) EASA (2) EASA (3) EASA

(1) 2016 (2) 2016 (3) 2016

Before 2014

01/2019

SDM View EASA regulation under development and is likely to require PBN/RNP. Expected availability in 2016.


99

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





Comprehensive ICAO manual available. Lack of regulation is a risk for early deployments.

Family 1.2.2 – Geographical Database for Procedure Design

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





1.2.2 Geographical Database for procedure design


ICAO Available (1) Technical requirements and operational procedures for the provision of data for airspace users for the purpose of air navigation (RMT.0593) (2) Opinion 02/2015, Technical requirements and operating procedures for the provision of data to airspace users for the purpose of air navigation (3) Commission Regulation (EU). 73/2010 (ADQ IR) as amended by

(1) EASA (2) EASA (3) European Commission

(1) 2015 (2) 2015 (3) available

01/2014 01/2019


100

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





Commission Implementing Regulation (EU) 1029/2014

SDM View Important prerequisite for deployment. Ready for deployment. No need for further standard or regulation

Family 1.2.3 – RNP1 operations in high density TMAs (ground capabilities)

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




n Delivery Activities

Organisatio

n Delivery Activities Organisation Delivery IOC FOC

1.2.3 RNP1 operations in high density TMAs (ground capabilities)

31.12.2016 AOM-0605 AOM-0603 AOM-0602 (baseline) AOM-0601 (baseline)


ICAO Available PBN rule-making (NPA 2015-01)

EASA 2016 01/2015 01/2024

SDM View EASA regulation under development and is likely to require PBN/RNP. Expected availability in 2016. V3 ends at end of 2016 (AOM0605), but all other OIs are linked to the baseline. Lack of regulation is a risk for early deployments.


101

Family 1.2.4 – RNP1 operations in high density TMAs (aircraft capabilities)

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





1.2.4 RNP1 operations in high density TMAs (aircraft capabilities)

31.12.2016 AOM-0603 AOM-0605


ICAO Available (1) PBN rule-making (NPA 2015-01) (2) Provision of requirements in support of global PBN operations (RMT. 0519)

(1) EASA (2) EASA

(1) 2016 (2) 2016

01/2015 01/2024

SDM View EASA regulation under development and is likely to require PBN/RNP. Expected availability in 2016. Aircraft that are equipped are capable with AOM-0605, even if it has to be validated in Large Scale Demonstrations AAL (Augmented Approach to Land) by end 2016. Standard operational procedures are needed for pilots.

Family 1.2.5 – Implement Advanced RNP Routing

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





1.2.5 Implement Advanced RNP Routing

31.12.2016 AOM-0604 (baseline) AOM-0603


ICAO Available PBN rule-making (NPA 2015-01)

EASA 2016 01/2019 01/2024

SDM View EASA regulation under development and is likely to require PBN/RNP. Expected availability in 2016. Standards needed before the IOC of the Family.


102

AF2 - Airport Integration and Throughput

Sub-AF2.1: DMAN synchronized with Pre-departure sequencing

V3



V5 Deployment

Phase


End OIs

Standardisation Means of compliance and Certification or

Community Specifications Regulation Deployment


2.1 DMAN synchronized with Pre-departure sequencing

31.12.2016 TS-0202 AO-0501 (Baseline) AO-0601 (Baseline) AO-0602 (Baseline) AO-0801-A

(1) ED-141 Minimum Technical Specification for Airport-CDM (2)ED-145 Airport CDM Interface Specification (3) ED-146 Guidelines for Test and Validation related to A-CDM interoperability (4) Airport CDM Implementation Manual Version 4 Planned Update (5) ICAO Doc 9971AN/485: Manual on

(1) EUROCAE (2)EUROCAE (3) EUROCAE (4) Eurocontrol (5) ICAO

(1) Available (2) Available (3) Available (4) 2017 (5) Available

(1)Communication 2010/C 168/04 A-CDM Community Specification (ETSI EN 303 212 V1.1.1) (2) A-CDM Community Specifications Update (3) AMC A-CDM

(1) ETSI (2) ETSI (3) EASA

(1) 2010 (2) 2019 (3) 2019

Before 2014

01/2021


103

V3



V5 Deployment

Phase


End OIs




Collaborative Decision Making (CDM)

Family 2.1.1 – Initial DMAN

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




2.1.1 Initial DMAN

Available TS-0202 AO-0602 (baseline)

Before 2014

01/2021

SDM View No standards required.

Family 2.1.2 – Electronic Flight Strips

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




2.1.2 Electronic

Flight Strips (EFS)

Available Before 2014

01/2021


104

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




SDM View No standards required.

Family 2.1.3 – Basic A-CDM

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




2.1.3 Basic A-CDM

Available AO-0501 (Baseline) AO-0601 (Baseline) AO-0602 (Baseline)

(1) ED-141 Minimum Technical Specification for Airport-CDM (2)ED-145 Airport CDM Interface Specification (3) ED-146 Guidelines for Test and Validation related to A-CDM interoperability (4) Airport CDM Implementation Manual Version 4 Planned Update

(1) EUROCAE (2)EUROCAE (3) EUROCAE (4) Eurocontrol

(1) Available (2) Available (3) Available (4) 2017

(1)Communication 2010/C 168/04 A-CDM Community Specification (ETSI EN 303 212 V1.1.1) (2) A-CDM Community Specifications Update (3) AMC A-CDM

(1) ETSI (2) ETSI (3) EASA

(1) 2010 (2) 2019 (3) 2019

Before 2014

01/2021


105

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




(5) ICAO Doc 9971AN/485: Manual on Collaborative Decision Making (CDM)

(5) ICAO (5) Available

SDM View No further standards required. The S-AF 2.1 has achieved a good level of maturity. Most airports have deployed, or are in the process of deploying, the A-CDM concept, based on already available standardization guidance material (EUROCAE, EUROCONTROL) or recommendations (ICAO). These 3 packages fulfil the need for standardisation.

Family 2.1.4 – Initial Airport Operational Plan (AOP)

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




2.1.4 Initial Airport

Operational Plan (AOP)

31.12.2016 AO-0801-A Before 2014

01/2021

SDM View No standards required. However, NM Technical Specification for AOP/ NOP exchange of information needs to be developed by 2017 (see Family 4.2.4)

NB. With regard to the whole ATM Functionality #1, the ARINC 660-B document shall be analyzed referring to possible needs of new/updated standards for airborne

equipment during the elaboration phase of DP 2015


106

Sub-AF2.2: DMAN integrating Surface Management Constraints

V3



V5 Deployment

Phase


End OIs

Standardisation


Certification or Community

Specifications

Regulation Deployment


2.2 DMAN integrating Surface Management Constraints

31.12.2016 TS-0202 AO-0501 (Baseline) AO-0601 (Baseline) AO-0602 (Baseline) AO-0801-A

(1) Update of EUROCAE A-SMGCS MASPS (ED-87C) (2) Update of ED-87C towards version D (3) Updated A-SMGCS specifications (4) ICAO Doc. 9830 AN/452 A-SMGCS Manual, First Edition

(1) EUROCAE (2) EUROCAE (3) Eurocontrol (4) ICAO

(1) 2015 (2) 2017 (3) 2018 (4) Available

(1) Update of the A-SMGCS CS on the basis of the EUROCAE A-SMGCS MASPS (2) Update of EN 303213-1 and -2 to cover changes included in ED-87D (3) New EN 303213-x for Routing and Planning reflecting ED-87D

(1) ETSI (2) ETSI (3) ETSI

(1) 2019/ 2020 (2) 2019 (3) 2019

AMC update A-SMGCS

EASA 2020 Before 2014

01/2021


107

Family 2.2.1 – A-SMGCS Level 1&2

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




2.2.1 A-SMGCS Level 1&2

Available

AO-0205

(1) Update of EUROCAE A-SMGCS MASPS (ED-87C) (2) Updated A-SMGCS specifications (3) ICAO Doc. 9830 AN/452 A-SMGCS Manual, First Edition

(1)EUROCAE (2) Eurocontrol (3) ICAO

(1) 2015 (2) 2018 (3) Available

(1) Update of the A-SMGCS CS on the basis of the EUROCAE A-SMGCS MASPS

(1) ETSI

(1) 2019/ 2020

AMC update A-SMGCS

EASA 2020 Before 2014

01/2021

SDM View No need for additional standardization. The update of ED-87C shall not impact existing A-SMGCS Level 1&2 implementations.


108

Sub-AF2.3: Time-Based Separation for Final Approach

V3



V5 Deployment

Phase


End OIs




2.3 Time-Based Separation for Final

Approach

Available

AO-0303 TBS tools Performance Specifications

Eurocontrol Estimate 2016

01/2015

01/2024

Family 2.3.1 – Time Based Separation (TBS)

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




2.3.1 Time Based

Separation (TBS)

Available

AO-0303 TBS tools Performance Specifications

Eurocontrol Estimate 2016

01/2015 01/2024

SDM View

Need for standards, possibly at ICAO level. Need to develop EASA AMC as soon as possible, to cover the safety-related aspects. Best practices from stakeholders could possibly be taken in consideration for standards and AMC development.

Time Based Separation implementation has been highlighted as a potential issue in terms of further studies needed in particular for its link with AMAN and/or different sequencing techniques.


109

Sub-AF2.4: Automated Assistance to Controller for Surface Movement Planning and Routing

V3



V5 Deployment

Phase


End OIs




2.4 Automated Assistance to Controller for Surface Movement Planning and

Routing

31.12.2016

AO-0205 TS-0202 TS-0203

(1) Update of ED-87C towards version D (2) Updated A-SMGCS Eurocontrol specification

(1)EUROCAE (2) Eurocontrol

(1) 2017 (2) 2018

(1) Update of EN 303213-1 and -2 to cover changes included in ED-87D (2)New EN 303213-x for Routing and Planning reflecting ED-87D

(1) ETSI (2) ETSI

(1) 2019 (2) 2019

01/2016

01/2024

Family 2.4.1 – A-SMGCS Routing and Planning Functions

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




2.4.1 A-SMGCS

Routing and Planning Functions

31.12.2016

AO-0205 TS-0202 TS-0203

(1) Update of ED-87C towards version D (2) Updated A-SMGCS Eurocontrol specification

(1)EUROCAE (2) Eurocontrol

(1) 2017 (2) 2018

(1) New EN 303213-x for Routing & Planning reflecting ED-87D

(1) ETSI (1) 2019 01/2016 01/2024

SDM View Need to accelerate the standardization delivery, including safety-related aspects.


110

Sub-AF2.5: Airport Safety Nets

V3



V5 Deployment

Phase

Sub-ATM Functionality

V3 (R&D)

End OIs

Standardisation



Specifications



2.5 Airport Safety Nets 31.12.2016

AO-0104-A AO-0204 AO-0105

(1)Update of EUROCAE A-SMGCS MASPS (ED-87C) (2) Updated A-SMGCS Eurocontrol Specification (3) Planned new ED

(1)EUROCAE (2) Eurocontrol (3) EUROCAE

(1) Available (2) 2018 (3) 2017

(1) Update of the A-SMGCS CS on the basis of the EUROCAE A-SMGCS MASP (2) Planned new AMC on procedures to be harmonized at European level

(1) ETSI (2) EASA

(1) 2019/ 2020 (2) 2020

Before 2014

01/2021

Family 2.5.1 – Airport Safety Net associated with A-SMGCS (L2)

V3



V5 Deployment

Phase

DP v.1

Family

V3 (R&D)

End OIs




2.5.1 Airport Safety Net associated

with A-SMGCS (L2)

31.12.2016

AO-0104-A

(1) Update of ED-87C towards version D (2) Planned new ED

(1) EUROCAE (2) EUROCAE

(1) 2017 (2) 2017

(1) Update of EN 303213-2 to cover changes included in ED-87D

(1) ETSI (1) 2019 Before 2014

01/2021


111

V3



V5 Deployment

Phase

DP v.1

Family

V3 (R&D)

End OIs




SDM View Need to accelerate the standardisation and CS delivery.

Family 2.5.2 – Implement aircraft and vehicle systems contributing to Airport safety nets

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




2.5.2 Implement aircraft and

vehicle systems

contributing to Airport

safety nets

31.12.2016 AO-0104-A

(1) Update of ED-87C towards version D (for vehicles).

(1) EUROCAE

(1) 2017

(1) Update of EN 303213-2 to cover changes included in ED-87D (for vehicles)

(1) ETSI (1) 2019 Before 2014

01/2021

SDM View Need to accelerate the standardisation and CS delivery.


112

AF3 - Airspace Management and Free Route Sub-AF3.1: ASM and Advanced FUA

V3



V5 Deployment

Phase


End OIs




3.1 ASM and Advanced FUA

31.12.2016 AOM-0202 (Baseline) AOM-0202-A AOM-0206-A CM-0102-A


Eurocontrol Available (1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by Commission Implementing Regulation (EU) 970/2014

(1) European Commission (2) European Commission

(1) 2005 (2) 2011

Before 2014

01/2022


113

Family 3.1.1 – Initial ASM tool to support A-FUA

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





3.1.1 Initial ASM tool to support AFUA

Available AOM-0202 (Baseline)




(1) 2005 (2) 2011

Before 2014

01/2019

SDM View No need for regulation. Standards already exist covering information exchange (AIXM5.1).


114

Family 3.1.2 – ASM management of real time data

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs






31.12.2016 AOM-0202-A




(1) 2005 (2) 2011

01/2017 01/2022



115

Family 3.1.3 – Full rolling ASM/ATFCM process and ASM Information sharing

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




3.1.3 Full rolling ASM/ATFCM process and ASM Information sharing

31.12.2016 AOM-0206-A AOM-0202-A




(1) 2005 (2) 2011

Before 2014

01/2022


Family 3.1.4 – Management of Dynamic Airspace Configurations

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




3.1.4 Management of Dynamic Airspace Configurations

Available CM-0102-A 01/2017 01/2022

SDM View No need for regulation and standards, while the support of guidance material development would be beneficial.


116

Sub-AF3.2: Free Route

V3



V5 Deployment

Phase


End OIs




3.2 Free Route 31.12.2016 (31.12.2017 for AOM-

0502)

AOM-0500 AOM-0501 AOM-0502 CM-0202 (baseline) CM-0203 (baseline) CM-0102-A

.Update Eurocontrol specification for MTCD, MONA, TP prediction and APW

Eurocontroll 2016 (1) CS based on Eurocontrol specifications on “MTCD”, “MONA”, “TP”, “APW”

(2) Community Specifications for On-Line Data Interchange (OLDI) edition 4.2

(1) ESO (2) Eurocontrol

(1) 2018/19

(2) Available

(1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by 970/2014


(1) 2005 (2) 2011

Before 2014

01/2022


117

Family 3.2.1 – Upgrade ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA)

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




3.2.1 Upgrade ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA)

31.12.2016 CM-0202 (baseline) CM-0203 (baseline)

(1) CS based on Eurocontrol specifications on “MTCD”, “MONA”, “TP”, “APW”

(2) Community Specifications for On-Line Data Interchange (OLDI) edition 4.2

(1) ESO (2) Eurocontrol

(1) 2018/19 (2) Available

Before 2014

01/2022

SDM View No need for regulation. Standards are planned to be updated. Guidelines from NM exist and need to be updated in order to support full Free Route implementation.

Family 3.2.3 – Implement Published Direct Routings (DCTs)

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





3.2.3 Implement Published Direct Routings (DCTs)

31.12.2016

AOM-0500 (1) Commission Regulation (EC) 2150/2005 (2) Commission Regulation (EC) 677/2011 as amended by 970/2014


(1) 2005 (2) 2011

Before 2014

01/2018

SDM View No need for regulation and standards, Guidelines exist from ERNIP. Potential update of guidelines is needed for cross border DCT.


118

Family 3.2.4 – Implement Free Route Airspace

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs






31.12.2016 (31.12.201

7 for AOM-

0502)

AOM-0501 AOM-0502

Before 2014

01/2022

SDM View No need for regulation. Standards are planned to be updated. Guidelines from NM exist and need to be updated.


119

AF4 - Network Collaborative Management Sub-AF4.1: Enhanced STAM

V3



V5 Deployment

Phase


End OIs




4.1 Enhanced STAM 31.12.2016 DCB-0308 DCB-0205 (baseline)

Before 2014

01/2022


V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




4.1.1 STAM phase 1

Available DCB-0205 (baseline)

Before 2014

01/2017

SDM View No need for regulation and standards.


120


V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





4.1.2 STAM phase 2

31.12.2016 DCB-0308 01/2017 01/2022

SDM View No need for regulation and standards. Guidelines to be provided by NM.


121

Sub-AF4.2: Collaborative NOP

V3



V5 Deployment

Phase


End OIs




4.2 Collaborative NOP 31.12.2016

DCB-0208 DCB-0103-A AUO-0203-A IS-0102 (Baseline, already mature)

Communication 2014/C 14/08 Community Specifications for the Initial Flight Plan

Eurocontrol Available Before 2014

01/2022

Family 4.2.2 – Interactive Rolling NOP

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





31.12.2016 DCB-0103-A Before 2014

01/2022

SDM View No need for regulation and standards. Network Manager additional guidance material is needed


122


V3 Development Phase

V4 Industrialisation Phase

V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





31.12.2016 IS-0102 (Baseline, already mature) AUO-0203-A

Community Specifications 0101 Edition 1.1 Specification for the Initial Flight Plan

Eurocontrol Available Before 2014

01/2022

SDM View No need for additional regulation and standards. Community Specifications to be updated with EFPL and Improved OAT FPL.

Need to update guidelines for Harmonised & improved OAT FPL.


V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





31.12.2016 DCB-0103-A AO-0801 –B (Partially, scope of the initial AOP needs to be clarified)

Before 2014

01/2022

SDM View Technical Specification for AOP/ NOP exchange of information need to be developed by 2017.


123

Sub-AF4.3: Calculated Take-off Time to Target Times for ATFCM Purposes

V3



V5 Deployment

Phase


End OIs




4.3 Calculated Take-off Time to Target Times for ATFCM Purposes

31.12.201631.12.2020

DCB-0208 DCB-0213

01/2017 01/2022

Family 4.3.1 – Target Times for ATFCM Purposes

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





4.3.1 Target times for ATFCM purposes

31.12.2016 DCB-0208 01/2017 01/2022

SDM View No need for additional regulation and standards. NM to produce guidance material to update Target Times.


124

Family 4.3.2 – Reconciled target times for ATFCM and arrival sequencing

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




4.3.2 Reconciled target times for ATFCM and arrival sequencing

31.12.2016 31.12.2020

DCB-0208 DCB-0213

01/2019 01/2022

SDM View Standards, guidance material and potentially CS are needed before the start of deployment (IOC).


125

Sub-AF4.4: Automated Support for Traffic Complexity Assessment

V3



V5 Deployment

Phase


End OIs




4.4 Automated Support for Traffic Complexity Assessment

31.12.2016 CM-0103-A AUO-0203-A CM-0201-A

. Before 2014

01/2022

Family 4.4.2 – Traffic Complexity Tools

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




4.4.2 Traffic Complexity tools

31.12.2016 CM-0103-A AUO-0203-A CM-0201-A

Before 2014

01/2022

SDM View Guidance material is needed.


126

AF5 - iSWIMi Sub-AF5.1: Common Infrastructure Components

V3



V5 Deployment

Phase


End OIs




5.1 Common infrastructure components

31.12.2016 IS-0901-A

SWIM Foundation material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework

Eurocontrol1

2017

Before 2014

01/2025

Family 5.1.1 – PENS 1

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




5.1.1 PENS1 Available Before 2014

06/2018

SDM View No need for regulation and standardisation identified.

1 Specification developed by SESAR JU will be an input to the Eurocontrol specification process. The SESAR JU deliverable will support early

deployment.


127

Family 5.1.2 – Future PENS

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




5.1.2 Future PENS

31.12.2016 IS-0901-A 06/2018 12/2025

SDM View No need for regulation and standardisation. Identified

Family 5.1.3 – Common SWIM Infrastructure Components

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





31.12.2016 IS-0901-A SWIM Foundation material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework" ATM Information security EN 16495

Eurocontrol2 CEN

2017 2017

06/2016 1/2025


deployment.


128

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




SDM View No regulatory need, whilst a need for a Specification (SWIM Foundation) and guidance material (AIRM, AIRM Rulebook, Service Rulebook and Compliance) by the end of 2016 in close cooperation with ICAO


129

Sub-AF5.2: SWIM Infrastructure and profiles

V3



V5 Deployment

Phase


End OIs

Standardisation



Specifications



5.2 SWIM Infrastructure and profiles

31.12.2016 IS-0901-A CM-0201-A

(1) Stand/Spec on SWIM Yellow profile definition 2) Stand/Spec on SWIM Blue profile definition

(1) Eurocontrol (2) Eurocontrol

(1) 20173 (2) 2017

Commission Regulation (EC) n. 633/2007 on the application of a flight message transfer protocol

European Commission

2007 Before 2014

01/2025

Family 5.2.1 – Stakeholder Compliance IP

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





5.2.1 Stakeholder Compliance IP

31.12.2016 IS-0901-A CM-0201-A

Commission Regulation (EC) n. 633/2007 on the application of a flight message transfer protocol

European Commission

2007 Before 2014

01/2016

SDM View No need for additional regulation and standardisation identified.

3 Specification developed by SESAR JU is planned for 2016, forming an input to the Eurocontrol specification process. The SESAR JU deliverable

will support early deployment.


130

Family 5.2.2 – Stakeholder SWIM infrastructure components

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





5.2.2 Stakeholder SWIM infrastructure components

31.12.2016 IS-0901-A Before 2014

01/2025

SDM View No regulatory need, whilst a need for guidance material (yellow profile by the end of 2016, blue profile by the end of 2017) in close cooperation with ICAO


131

Sub-AF5.3: Aeronautical Information Exchange

V3



V5 Deployment

Phase


End OIs




5.3 Aeronautical Information Exchange

31.12.2016 IS-0901-A (1) AIXM (2) SWIM Foundation material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework" (3) AMXM (AMDB)

(1) Eurocontrol (2) Eurocontrol4 (3) EUROCAE

(1) Available (2) 2017 (3) 2015

Community specification on AMDB

CEN Not planned

01/2017

01/2025


deployment.


132

Family 5.3.1 – Upgrade / Implement Aeronautical Information Exchange system/service

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




5.3.1 Upgrade / Implement Aeronautical Information Exchange system/ service

31.12.2016 IS-0901-A (1) AIXM (2) SWIM Foundation material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework" (3) AMXM (AMDB)

(1) Eurocontrol (2) Eurocontrol5 (3) EUROCAE

(1) Available (2) 2017 (3) 2015

Community specification on AMDB

CEN Not planned 01/2017 01/2022

SDM View No regulatory need, whilst a need for a Specification (SWIM Foundation) and guidance material (AIRM, AIRM Rulebook, Service Rulebook and Compliance) by the end of 2016 in close cooperation with ICAO.Community specification on AMDB should be ready before 2015.


deployment.


133

Sub-AF5.4: Meteorological Information Exchange

V3



V5 Deployment

Phase


End OIs




5.4 Meteorological Information Exchange

31.12.2016 MET-0101 (1)iWXXM (2) SWIM Foundation material a) AIRM b) Service Rulebook c) SWIM registry d) SWIM governance e) Compliance framework" 3) AMXM (AMDB)

(1) ICAO/WMO (2) Eurocontrol6 (3) EUROCAE

(1) Available (2) 2017

(3) 2015

01/2017 01/2025


deployment.


134

Family 5.4.1 – Upgrade / Implement Meteorological Information Exchange system/service



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




5.4.1 Upgrade/ Implement Meteorological Information Exchange system / service

31.12.2016 MET-0101 (1)iWXXM and WWXM (2) SWIM Foundation material a) AIRM b) AIRM Rulebook c) Service Rulebook d) Compliance framework 3) AMXM (AMDB)

(1) ICAO/WMO Eurocontrol and FAA (2) Eurocontrol7 (3) EUROCAE

(1) Available (2) 2017 (3) 2015

01/2017 01/2025

SDM View No regulatory need, whilst a need for a Specification (SWIM Foundation) and guidance material (AIRM, AIRM Rulebook, Service Rulebook and Compliance) by the end of 2016 in close cooperation with ICAO.Community specification on AMDB should be ready before 2017.


deployment.


135

Sub-AF5.5: Cooperative Network Information Exchange

V3



V5 Deployment

Phase


End OIs




5.5 Cooperative Network Information Exchange

31.12.2016 IS-0901-A

(1) Spec/Stand containing ICAO FIXM including flow management (2) SWIM Foundation material a) AIRM b) AIRM Rulebook c) Service Rulebook d) Compliance framework (3) Stand/Spec on SWIM Yellow profile definition Stand/Spec on SWIM Blue profile definition

(1) Eurocontrol (2) Eurocontrol8 (3) Eurocontrol

(1) 2016 (2) 2017 (3) 2016 and 2017

01/2017 01/2025


deployment.


136

Family 5.5.1 – Upgrade/Implement Cooperative Network Information Exchange system/services



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs

Standardisation



Specifications



5.5.1 Upgrade/ Implement Cooperative Network Information Exchange system/ services

31.12.2016 IS-0901-A (1) Spec/Stand containing ICAO FIXM including flow management (2) SWIM Foundation material a) AIRM b) AIRM Rulebook c) Service Rulebook d) Compliance framework (3) Stand/Spec on SWIM yellow profile definition Stand/Spec on SWIM Blue profile definition

(1) Eurocontrol (2) Eurocontrol9 (3)Eurocontrol

(1) 2016 (2) 2017 (3) 2016 and 2017

Before 2014

01/2025

SDM View No regulatory need, whilst a need for a Specification (SWIM Foundation) and guidance material (AIRM, AIRM Rulebook, Service Rulebook, Compliance, Yellow profile, blue profile (2017)) by the end of 2016 in close cooperation with ICAO.. Existing NM and local systems need to be gradually upgraded to comply with the above mentioned standards.


deployment.


137

Sub-AF5.6: Flight Information Exchange

V3



V5 Deployment

Phase


End OIs

Standardisation



Specifications



5.6 Flight Information Exchange

31.12.2016 IS-0901-A CM-0201-A

(1) FIXM (2) ED133RevA

(3) Stand/Spec on SWIM Blue profile definition

(1) Eurocontrol

(2) EUROCAE (3) Eurocontrol

(1) 2016

(2) 2017 (3) 2017

Community specification on FDP

CEN

2019

01/2017 01/2025


138

Family 5.6.1 – Upgrade/Implement Flight Information Exchange system/services

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs




5.6.1 Upgrade / Implement Flights Information Exchange system /service

31.12.2016 IS-0901-A CM-0201-A

(1) FIXM (2) ED133RevA (3) Stand/Spec on SWIM Blue profile definition

(1) Eurocontrol

(2) EUROCAE (3) Eurocontrol

(1) 2016

(2) 2017 (3) 2017

Community specification on FDP

CEN

2019

01/2018 01/2025

SDM View Community specification needed based on ED 133A and blue profile; need to anticipate the Community specification on FDP to 2018.

1 List of relevant SESAR Joint Undertaking Projects/Deliverables

SWIM Foundation SESAR - 08.01.014

FIXM SESAR – 08.01.03

EU-U.S: MoC CP 3.1

AIRM SESAR - 08.01.03

AIRM Rulebook SESAR - 08.01.03

Service Descriptions SESAR - 08.03.10

Service Rulebook (= PCP ISRM foundation material) SESAR - 08.03.10

TI Profiles (Yellow/Blue) SESAR - 14.01.04

Compliance Framework SESAR - 08.01.01


139

AF6 - Initial Trajectory Information Sharing Sub-AF6.1: Initial trajectory information sharing

V3



V5 Deployment

Phase

Sub-ATM

Functionality

V3 (R&D)

End OIs




6.1 Initial trajectory information sharing

31.12.2016 IS-0303-A AUO-0301 (baseline) AUO-0203-A

(1) Update standards on CPDLC to support implementation of full trajectory exchange service including CPDLC elements in support of ADS-C EPP. ED-230, ED-231, ED-232, ED-233 (ATN B2) (2) Doc 9880, Doc 9776, GOLD and PANS/ATM (3) Update of ED75 to support initial 4D navigation capabilities as part of the package with EPP (ED-75D) (4) Flight object exchange (ED-133A)

(1) EUROCAE (2) ICAO (3) EUROCAE (4) EUROCAE

(1) Available (2) Available (3) Available (4) 2017

Update CS on DL (ETSI-EN-303-214)

ESOs 2020

(1) Commission Regulation (EC) n. 29/2009 (2) Commission Regulation (EC) n. 30/2009 (3) Commission Implementing Regulation (EU) 2015/310 (4) Updated regulatory package on DL Operations

(1) European Commission (2) European Commission (3) European Commission (4) EASA

(1) 2009 (2) 2009 (3) 2015 TBD

Before 2014

01/2026


140

Family 6.1.1 – FDP upgrade in preparation of integration of aircraft flight data prediction

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





6.1.1 FDP upgrade in preparation of integration of aircraft flight data prediction

31.12.2016 IS-0303-A

Flight object exchange (ED-133A)

EUROCAE 2017

‘ 01/2020 01/2025

SDM View Need for further air and ground standardisation before implementation in order to optimise the expected benefits and ensure harmonization. More related to ED-133A than to ATN B2. Available 2017.

Family 6.1.2 – AG Datalink deployment for Air and Ground communication

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





6.1.2 AG Datalink deployment for Air and Ground communication

Available AUO-0301 (baseline)

ED120

EUROCAE

Available Commission 2012/C 168/03 Community Specification on DL (ETSI-EN-303-214 V1.2.1)

ETSI Available

(1) Commission Regulation (EC) n. 29/2009 (2) Commission Regulation (EC) n. 30/2009 (3) Commission Implementing Regulation (EU) 2015/310

(1) European Commission (2) European Commission (3) European Commission

(1) 2009 (2) 2009 (3) 2009

Before 2014

02/2020


141

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





(4) Updated regulatory package on DL Operations

(4) EASA

TBD

SDM View A specific study is conducted by SESAR JU to confirm the capability of the foreseen technology. Results are awaited for mid-2016. The conclusion of this study could lead to another modification of the regulation

Family 6.1.3 – Air Ground Communication Service Upgrade



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





Available IS-0303-A

DL ATN B2 EUROCAE Update CS on DL

ETSI 2020 01/2020 01/2025

SDM View Need for standardisation before implementation


142

Family 6.1.4 – Aircraft Equipage in preparation of exchange of aircraft flight data prediction

V3



V5 Deployment

Phase

DP 2015

Family

V3 (R&D)

End OIs





31.12.2016 IS-0303-A

(1) Update of ED75 to support initial 4D navigation capabilities as part of the package with EPP (ED-75D) (2) Update standards on CPDLC to support implementation of full trajectory exchange service including CPDLC elements in support of ED-230, 231, 232, 233 (ADS-C EPP) (3) Doc 9880, Doc 9776, ICAO GOLD and PANS/ATM

(1) EUROCAE (2) EUROCAE (3) ICAO

(1) Available (2) Available (3) Available

01/2020 01/2026

SDM View Need for standardisation before implementation. It is worth noting that the current ICAO definition of ADS-C aircraft equipage is not convenient for Continental Europe ADS-C EPP information derived from on-board FMS and CPDLC information will be transferred over A/G datalink to ATC systems on ground


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Annex C – Updated IP Template for 2015 Proposal

Elaboration

Capitalizing on the main lessons learned through the IP assessment process for the CEF

Transport Call 2014, SDM has customized the standard template, adding specific fields

and areas for Stakeholders to better illustrate their projects and to support future

monitoring activities.

Such updated IP template will be used during the 2015 CEF Call for those project proposals

related to deployment of the Pilot Common Project, in accordance with the Present

Programme.

In particular, the updated IP template allows to clearly set the references to the

Deployment Programme (e.g. AF, Sub-AF, Family, Synchronization Needs, concerned

stakeholders, impact on militaries, interdependencies with other projects, etc.), indicate the

milestones at project and family level (a set of milestones has been defined by SDM

per each family), detail the project costs, and enhance the performance-related

information (if deemed necessary).

The effectiveness of the SDM monitoring activities is expected to be improved, and at

the same time the Stakeholders will be provided with a clear and transparent view of how

DP monitoring will be performed. The template is structured as follows:

- Part I - IP Description

- Part II - Economics

- Part III - Performance Impacts

- Part IV - Other Impacts

It is to be noted that each section of the template (Technical, Economics, Performance,

etc.) is also introduced by a “guidance” sheet, where indications on how to fill in the

information are specified per each cell.

The updated IP template has been already distributed in July to each Implementing

Partner, with the main objective of refining the technical contents, in the framework of the

Specific Grant Agreement finalization for Call 2014.

The IP template is currently available at the following address:

http://www.sesardeploymentmanager.eu/implementing-partners/


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Annex D – Performance Assessment and Cost Benefit

Analysis Methodology

1. Introduction

The translation of PCP into DP and then into projects induces a significant refinement of the

costs compared to the assumptions used for the PCP CBA defined two years ago by the

SESAR Joint Undertaking (SJU). At the same time, several SJU’s validation campaigns have

occurred since PCP’s CBA, also refining the benefits side.

Therefore, it is SDM’s intention to analyse refined costs and expected benefits on the basis

of performance related data to be collected through CEF Calls for Proposals. These analysis

and subsequent monitoring once projects are awarded and running are to be done with the

methodology defined in this document.

This methodology is elaborated for the purpose of compliance with Commission

Implementing Regulation (EU) No 409/2013 and more specifically to assess the

effectiveness of coordination and synchronisation of the deployment program (DP).

While the PCP CBA and the underlying methodology constitute the reference for comparison

and implementation, it is clear that, at the time the projects are submitted, their contribution

to performance shall be identified and possibly quantified at a much greater level of detail.

Later on, at the time the projects are awarded, the CBAs of the projects shall be calculated

and finally, the global CBA of the deployment program shall be built up summing the

different parts being actually deployed.

The methodology covers the process of identifying and quantifying the benefits. It does also

explain how projects shall be linked into threads to facilitate the calculation of CBA and how

the consolidation both on benefits and costs shall occur to build a global CBA for the

Deployment Program.

The methodology also defines rules of monitoring benefits and costs and considerations in

terms of estimating accuracy.

As a first version, this methodology shall be tested and improved as some parts are clearly

still under construction.

2. Benefits

2.1. Identifying benefits

2.1.1. Key Performance Areas (KPAs) and CBA metrics

The KPAs are derived from those of the SES performance regulation (EU IR 390/2013) and

from those reflected in the ATM Master Plan (Edition 2015).

The following grid gives the CBA metrics used in relation to the KPAs.


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Figure 1: KPAs and CBA metrics

ANS Cost Efficiency and its CBA metrics are as in ATM Master Plan (Edition 2015).

Capacity and its CBA metrics show a more granular approach. Instead of measuring in

additional flights, the calculation is based on time reduction allowing for additional flights in

consistency with ATM Master Plan.

Operational efficiency and its CBA metrics show also a more granular approach while being

aligned on the Master Plan indicators in order to identify euro value of the benefits. All

indicators are translated into flight time reduction and fuel burn by flight.

Environment is expressed in CO2 emissions savings as in the Master Plan.

Safety and Security are not developed with CBA metrics.

Additionally SDM will include and ask for assessments concerning predictability and

resilience aspects, which are needed as a previous step to assess capacity or operational

efficiency in fuel on the local situation.

The PCP implementation spans across two reference periods of the performance scheme:

RP2 (2015-2019) and RP3 (2020-2024). The RP2 targets have been promulgated by the

Commission (CIR 2014/132 of 11 March 2014).

In terms of monitoring of the KPAs and in accordance with the EU IR 390/2013,

a) The breakdown of the annual EU delay target into a yearly delay reference value (target) is reported in the NOP publication (Edition May 2015). It represents the delay requirement for each ACC in Europe to ensure that the EU targets for the capacity KPA (0.5 min./flt. ATFM En-route delays) is made.

b) As far as Environment KPA is concerned, the following assessment criteria have been defined:


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o Comparison with historical performance achieved in previous years;

o Consistency with the European Route Network Improvement Plan (ERNIP)

developed by the Network Manager;

o Comparison with a reference value based on information provided by the Network Manager; such a reference value is reported in ERNIP.

2.1.2. Assessment approach

The assessment approach is summarized as follows:

Figure 2: Steps for identifying benefits

The SDM by principle relies on the projects information submitted by the project manager

to identify the KPAs where benefits are expected and to have an initial quantitative

assessment where a % of improvement is identified or when other data are available.

Additionally a check of whether the military impact was assessed will be done.

For this purpose, a performance assessment grid is included in the Project Template for

collecting the initial performance information and benefit expectations from the project

managers. This grid is based on the identification of improvements of Key Performance

Areas (KPAs) and related information to support a quantitative analysis.

The SDM will review the results. In particular, a specific attention is given to the consistency

of the data between projects and with the yearly published Network Operations Plan and

European Route Network Improvement Plan. The review will take into consideration a

geographical perspective based on the projects included in the NOP and European Route

Network Improvement Plan (ERNIP) and their agreed evaluation in terms of capacity and

flight efficiency. It is to be noted that the evaluations made in the ERNIP are consistent, in

relative terms, with the improvement required on the basis of KPI on Environment that is

based on the actual trajectory.

In any case, where questions have to be clarified, the respective project managers should

be solicited. Additional information which could identify further benefits shall be taken into

account. The final information shall be shared in return.

Step 1•Performance Grid of the Project template filled in by the Project Manager

Step 2•Consistency check of all data of the awarded projects by SDM experts

Step 3

•Additional inputs from Network Manager

•In case of deviations or questions the project manager should be consulted.

•SDM final benefit assessment


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2.2. Measuring expected benefits

2.2.1. Scope of Initial Costs and Benefits Analysis (CBA)

The first question in the methodology is to assess if a single Implementing Project can

sustain or not an independent CBA. If it does, then the analysis is straight forward. However,

if the project is dependent of other projects to deliver its benefits, or, if the project benefits

can’t be isolated from other projects, then it is identified that it doesn’t sustain an

independent CBA.

In this case the decision will be to group it with relevant other projects. This grouping is

called a thread. It will be based on the information included in the NOP and the ERNIP,

whenever relevant. These threads shall be of the smallest possible dimension to generate

tangible quantifiable benefits.

Grouping projects into threads, a distinction shall be made between the awarded projects

and those projects not yet awarded which could fit in a thread bringing additional value. In

this last case, the methodology allows to identify the missing projects, measure their

expected additional value and consequently prioritize the gaps in the existing gap analysis

of the Deployment Program.

For instance, projects that would affect one airport and for which the same KPIs would be

impacted, would be possibly grouped into a thread.

The scope of the CBAs would therefore depend on whether the project is a standalone one

or grouped with others.

2.2.2. From KPAs to Key Performance Indicators (KPIs)

The quantification of benefits is based on the estimation of improvement of Key Performance

Areas compared with a baseline scenario. The estimation would be assessed considering the

relevant KPIs associated to the KPAs. These KPIs are identified in accordance with the

qualitative information given initially by the Project Managers, and further on, verified by

SDM and NM (see par.2.1.2). The choice is made in accordance to the KPAs mentioned and

the actual operational conditions of the project provided in the Network Operation Plan

(NOP) and the European Route Network Improvement Plan. The Project Template includes

guidance on how KPIs are related to KPAs.

2.2.3. Step Approach

As a general rule, it has been decided to follow a conservative way to calculate benefits as

a result of comparing two decisions, “doing-nothing” or “project decision”.


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Figure 3: Steps for measuring expected benefits

The so called “step approach” is a systematic way to address any project or thread of

projects. Four steps are defined:

2.2.3.1. Step one: Baseline 2014

Referring to the existing traffic situation in the area (airport, airspace) and using official

public documentation such as the ones used by PRB, SDM generates the so-called “Baseline

2014”.

The baseline 2014 describes the performance and traffic situation in 2014 of the

geographical scope of the project (airport, airspace) within the Deployment Program. The

base year will be 2014 and the 2014 NOP/ERNIP or other relevant data will define in principle

this baseline.

2.2.3.2. Step two: “Do Nothing” scenario

In order to build a “Do Nothing” scenario, we need to project performance into the future

according to the traffic forecast growth.

Concerning En-route airspace and TMA airspace when applicable (AF3, AF4, AF5, AF6

projects), when relevant, the NOP capacity assessment and planning process is the most

validated and recognised methodology to project En-route ATFM delay (Capacity) and Flight

Efficiency (Environment) performance into the future.

Concerning TMA or airports (AF1, AF2 project), it is widely recognised that runway-related

performance depends on variables which are factored in queuing formulae (runway

utilisation, exposition to external events, traffic variability). However, each airport has got

its own specificity that prevent from using generic parameters. SDM will seek the support

of each airport in defining the “Do Nothing” scenario. The input of the airport would then be

cross-checked with the NOP data.

Concerning TMA capacity the “Do Nothing” scenario will be elaborated on a case by case

Step 1•Definition of Baseline 2014 from the Project description and the associated Network Operations Plan Project

Step 2•Definition of a "Do Nothing" status for all KPIs taking into account the traffic forecast applied to the baseline

Step 3

•Calculation of the added value of the project by difference for the relevant KPIs between the "Do Nothing" scenario and the "project decision" one.

Step 4•Monetization of the added value per KPIs.


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basis depending on what are the objectives of the Project.

To complete or crosscheck data of the airport / TMA “Do Nothing” scenario, the concept of

“elasticity factor” could be used when NOP and ERNIP data are not available. Multiplied to

the Key Performance Indicator (KPI), it gives the results for this KPI over time. A flat

coefficient would illustrate a linear function.

Elasticity factors are based on:

Historical data, observing the correlation traffic / performance (e.g. delay and capacity) for a given environment (airspace, airport) and as far as practical for a given operating condition (adverse or good weather)

Queuing theory simulations in relation to traffic, capacity and queuing length

Evolution of the correlation between traffic / performance through time. This could be exponential, power, linear.

The following table gives examples of elasticity factors in some standard cases. The factors

are either flat on a time period or adjusted on a yearly basis.

Figure 4: Examples of elasticity factors

The elasticity factor by itself, the duration and/or threshold are set per KPI.

Additionally the elasticity factor is by principle reduced by 50% for the second period of the

lifetime cycle of the project or applied until reaching a determined threshold, depending on

the overall development. This principle mitigates the fact that the positive effects after a

certain period are less predictable.

Clear limits of application of the “elasticity factor” concept shall be mentioned in the CBA

assumptions to avoid any misunderstanding on how it is used.

Finally, applied to all relevant KPIs, a “Do Nothing” performance evaluation will be made

based on the latest traffic forecast, which in nearly every case will lead to an increase of

delays and insufficient ATM results.


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2.2.3.3. Step 3: Added-value as the difference between “Do-nothing” and “Project Decision”

The “Project Decision” scenario is qualified with an expected KPI’s level (the expected

performance benefits). This expected KPI’s level is derived from the information given by

the project and validated by the NOP/ERNIP documents when applicable.

Consideration is given to the ability of the project to deal with adverse weather conditions,

resilience and robustness.

TMA related project will require a case by case assessment depending on:

a) If its contribution is mainly directed to improve the runway queuing at a given airport,

then the TMA related project could be combined with AF1 and AF2 projects at that airport.

b) If its contribution is mainly directed to improve the TMA capability to handle multiple

queuing at different airports, then the TMA related project could be treated separately.

c) If its contribution is mainly directed to improve the ATC sector capacity, then the TMA related project would be considered in the appropriate en-route / network AFs.

Finally, the difference between the two scenarios (“Do-nothing” and “Project Decision”) is

calculated.

2.2.3.4. Step four: monetization of benefits

The performance differences are monetized through a set of values defined as follows:

Fig. 5 Cost assumptions

These references will be challenged and reviewed by the SDM for each Deployment Program

new version. Initial values are taken from external sources.


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Index for CO2 is 3.149 Kg/Kg fuel burned.

2.2.4. Data source

The choice of data sources is made to give preference to published sources when possible

and to those consistent sources with the one used for PCP CBA, the ATM Master Plan and

the SES high level goals.

Information is given by SDM while preparing the CBA, depending on the project.

The annex “Data source” gives the used links. It can be noted that some data is directly

provided by the stakeholders (e.g. CODA).

2.3. Monitoring benefits

As some assumptions may change over time or deviation in traffic evolution or other

reference data may occur, SDM will monitor benefits of all awarded projects on the basis of

the CEF Calls.

Assumptions might be reviewed and yearly updates of data sources will be used by the

SDM.

Also, because it is the final measurement of actual benefits of the project (or thread of)

when implemented that is the final target, the SDM will monitor benefits until the change is

fully operational. Further work is foreseen to complement the methodology on this topic.

2.4. Estimating accuracy of benefits

Accuracy of benefits is based depending on the project, either on specific assumptions, or,

on NM tools. The CBA will always describe the assumptions taken.

For instance, and when applicable, the results of delay forecast at FAB/ANSP/ACC level as

published in the Network Operations Plan (NOP) are taken on board. Also in these cases the

route length extension analysis figures published in the European Route Network

Improvement Plan (ERNIP) for the calculation of the flight efficiency benefits are used.

The results used in NOP and ERNIP have proved quite accurate in the recent years and are

closely monitored every year through reporting and consultation with the concerned

operational stakeholders in the NM cooperative decision making arrangements.

Valuable information will also be coming from the project managers bringing an operational

understanding of their project that will be scrutinized by the SDM: contextual performance

information collected through the project template, evaluation of the operational conditions

and dependencies of the project, validation of the consistency with the NOP information,

military impact if any.

It is expected that this accuracy will improve as the experience on project performance

assessment will be capitalised over time.


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3. Costs

3.1. Identifying costs

Costs are identified on the basis of the project as described and submitted to INEA for

funding. Funding amounts are not included in the benefits.

As the CBA will focus on awarded projects, other costs, either related but not provided or

spent without funding shall not be taken into account.

3.2. Measuring expected costs

Costs are measured according to the level of detail of the Project Template and according

to the FPA coordination process. In accordance with INEA, the template has been reviewed

by the SDM to address both the FPA coordination and the costs analysis.

3.3. Monitoring of costs

SDM will track costs in accordance with declared Implementation Project information to FPA

coordination for payments. Additional information will be given in parallel with the FPA

coordination.

3.4. Estimating accuracy of costs

Accuracy of costs is linked to the accuracy of the declared costs by the projects.

4. Analysing costs and benefits

4.1. Net Present Value (NPV)

Costs are deducted from the monetary benefits to compute the expected NPV.

The discount rate is 8% under further notice, like in the ATM Master Plan Edit 2015 and the

reference and supporting material of Article 4(c) Regulation (EU) No 716/2014.

Results will be presented on the first year, then over periods of 5 and 10 years.

4.2. Analysis on costs and benefits results

The SDM shall integrate its analysis in the “Performance view” of the Deployment Program.

It shall support the evaluation of the contribution of the Deployment Program to the SES

high level goals. In a more detailed manner, it shall also identify risks on the outcome of

some projects.

The SDM will share the information on the CBA results with the Implementing Project

through the project monitoring tool that will be set up for the purpose.

Where a positive CBA is not possible to calculate or where a gap or bottleneck and/ or other

circumstances are identified, the SDM will liaise with the respective Project Manager.


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The results shall present the expected benefits monetized and the associated costs. Those

projects that shall depend on future projects to realize the benefits will be presented in a

performance driven gap analysis.

The global CBA is the CBA summing all CBAs of the Deployment Program for all awarded

projects and threads. This global CBA shall be regularly published by the SDM for each new

version of the Deployment Program and will mature over time to reflect the full scope of

Commission Implementing Regulation (EU) No 716/2014.

4.3. Comparing with the PCP CBA

The initial reference for the PCP is the PCP CBA referred to in Commission Implementing

Regulation (EU) 716/2014, article 4 – c). The global CBA is then compared to this reference

to assess any significant deviation.

It is understood that the initial PCP CBA has been calculated on the basis of many

assumptions and the analysis shall review the main changes in these assumptions to explain

the differences. The possible differences with the initial PCP CBA supporting the PCP

implementing Regulation shall be analysed with the SJU in view of identifying lessons to be

learned and improving the CBA methodology to support the setting up of the next CPs.

Finally the main conclusions of this analysis shall be reported to the European Commission.

4.4. Comparing with the SES high level goals and Master Plan performance ambitions

The performance contribution of the projects will be compared against the SES high level

goals and the Master Plan performance ambitions.

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