local single sky implementation (lssip) poland · the poland and lithuania has signed the agreement...

Year 2013 ‑ Level 1

EUROCONTROL

Local Single Sky ImPlementation (LSSIP) POLAND

LSSIP Year 2013 Poland Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for POLAND

Infocentre Reference: 14/01/07-31

Document Identifier Edition: Year 2013

LSSIP Year 2013 POLAND Edition Date: 03/10/14

LSSIP Focal Point - Dorota FORYSIAK E-mail: [email protected]

National LSSIP

Co-ordinator

LSSIP Contact Person - Ingrid FEIJT E-mail: [email protected]

Unit DPS/PEPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\Poland (PL)\Year 2013\(5) - Released Issue\PL_LSSIP Year 2013_Released.docx

LINKS TO REFERENCE DOCUMENTS

1. LSSIP Guidance Material: http://www.eurocontrol.int/articles/guidance-material 2. ESSIP Plan Edition 2013: www.eurocontrol.int/pepr 3. ESSIP Report 2012: www.eurocontrol.int/pepr 4. STATFOR Forecasts: www.eurocontrol.int/statfor 5. Acronyms and abbreviations: http://www.eurocontrol.int/articles/glossaries 6. European ATM Master Plan: https://www.atmmasterplan.eu/ 7. LSSIP) Documents: http://www.eurocontrol.int/articles/lssip 8. AIP Polska 9. Polish National Supervisory Authority « Polish performance plan 2012-2014 «

APPROVAL SHEET

Stakeholder JOrganisation

Date and signature

Civil AviationAuthority

Name Position

Polish Air NavigationServices Agency

MrPiotrOŁOWSKI

MrKrzysztofKAPIS

Presidentof Civil Aviation Authority

President of Polish AirNavigation ServicesAgency

. Prs.i.dentof Pi hsh Air Nar g3liO~ Services Agency

Krzysz oj Kapis/10'1 A'v,

<,:

"Polish Airports"State Enterprise -Warsaw Chopin Airport

MrMichałKACZMARZYK

General Director"Polish Airports" - StateEnterprise - WarsawChopin Airport

~r.;,e D reetor'Poli, m ":l" Enterprlse

I~ lny

General Command of Maj GenBranches of Armed SLlWKA JanForces

Inspector for Air Force 01General Command ofBranches of Armed Forces

Released IssueLSSIP Year 2013 Poland

LSSIP Year 2013 Poland Released Issue

TABLE OF CONTENTS

Executive Summary ...................................................................................................................................... 1

Introduction ................................................................................................................................................... 4

Chapter 1 - National ATM Environment ........................................................................................................ 5 1.1 Geographical Scope ...................................................................................................................... 5

1.1.1 International Membership .......................................................................................................... 5 1.1.2 Geographical description of the FIR(s) ..................................................................................... 5 1.1.3 Airspace Classification and Organisation ................................................................................. 6

1.2 National Stakeholders ................................................................................................................... 7 1.2.1 Civil Regulator(s) ....................................................................................................................... 8 1.2.2 PANSA .................................................................................................................................... 10 1.2.3 Airports .................................................................................................................................... 11 1.2.4 Military Authorities ................................................................................................................... 11 1.2.5 Accident/incident Investigation Body ...................................................................................... 14

Chapter 2 - En-route Traffic and Capacity .................................................................................................. 15 2.1 Evolution of traffic in Poland ........................................................................................................ 15 2.2 WARSAW ACC ........................................................................................................................... 16

2.2.1 Traffic and en-route ATFM delays 2009-2018/19 ................................................................... 16 2.2.2 Summer 2013 performance .................................................................................................... 16 2.2.3 Planning Period 2014-2018/19 - Summer ............................................................................... 16

Chapter 3 - ESSIP Report recommendations ............................................................................................. 19

Chapter 4 - National Projects ...................................................................................................................... 22

Chapter 5 - Regional Co-ordination ............................................................................................................ 25 5.1 FAB Co-ordination ....................................................................................................................... 25 5.2 FAB Projects ............................................................................................................................... 25

5.2.1 Baltic FAB Initiative ................................................................................................................. 25 5.3 Other regional coordination projects ........................................................................................... 28

Chapter 6 - ESSIP Objective Implementation ............................................................................................. 29

ANNEXES

LSSIP Year 2013 Poland 1 Released Issue

Executive Summary

State Context

Traffic in Poland increased by 2.1% during Summer 2013 (May to October inclusive), when compared to the same period during 2012. The STATFOR medium-term forecast (MTF) predicts an average annual increase between 1.8% and 5.5% during the planning cycle, with a baseline growth of 3.7%.

The Poland and Lithuania has signed the Agreement on the establishment of the Baltic Functional Airspace Block between the Republic of Poland and the Republic of Lithuania. The establishment of the Baltic FAB in the joint airspace of Poland and Lithuania is a first step in bringing about improvements in Air Navigation Services (ANS) in the region. Moreover, it is expected that further opportunities and measures giving considerable benefits will be achieved in cooperation with all the countries’ neighbours, and there is the potential for Poland and Lithuania to act as a bridge between the EU and non-members to the East.

Introduction of a FAB in the joint airspace of Poland and Lithuania brings benefits both:

• in terms of benefits to users, through reduced delays and fuel costs; and

• through cost savings at ANSPs which can be passed through as unit rate reductions.

The Baltic FAB Feasibility Study identified opportunities to be gained as a result of possible integration of the Baltic FAB and neighbouring FABs

ESSIP Objective Implementation

For the 41 ESSIP Objectives applicable to Poland most of them are planned, 22% of the objectives have been completed.

0

5

10

15

20

25

Completed PartiallyCompleted

Planned NotApplicable

Late No Plan

Progress in the implementation of LSSIP Objectives

2013

The numberof objectives


LSSIP 2013 - Poland

* FOC Date █ Planned implementation date (see legend at the bottom of the table)

State-related ESSIP Objectives

<=

2007

20

08

2009

20

10

2011

20

12

2013

20

14

2015

20

16

2017

20

18

2019

20

20

AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling

[IDP] [E] *

AOM19 Implement Advanced Airspace Management [IDP] [E] *

AOM20 Implement ATS Route Network (ARN) - Version 7 [E] *

AOM21 Implementation of Free Route Airspace [IDP] [E] *

AOP03 Improve runway safety by preventing runway incursions *

ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 [E] *

ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 [E] *

ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 [E] *

ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 [E] *

ATC07.1 Implement arrival management tools [E] *

ATC12 Implement automated support for conflict detection and conformance monitoring [E] *

ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations

[IDP] [E] *

ATC16 Implement ACAS II compliant with TCAS II change 7.1 *

ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

[IDP] [E] *

COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)

[IDP] *

COM10 Migrate from AFTN to AMHS *

COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM *

FCM01 Implement enhanced tactical flow management services [E] *

FCM03 Implement collaborative flight planning [IDP] [E] *

FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E] *

FCM05 Implementation of interactive rolling NOP [IDP] [E] *

INF04 Implement integrated briefing *

ITY-ADQ Ensure quality of aeronautical data and aeronautical information [E] *

ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E] *

ITY-AGVCS2 Implement air-ground voice channel spacing requirements below FL195 *

ITY-COTR Implementation of ground-ground automated co-ordination processes [E] *

ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability *NAV03 Implementation of P-RNAV [E] *

NAV10 Implement APV procedures [IDP] [E] *

SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements *


LSSIP 2013 - Poland

* FOC Date █ Planned implementation date (see legend at the bottom of the table)

SAF11 Improve runway safety by preventing runway excursions *

Airport-related ESSIP Objectives

<=

2007

20

08

2009

20

10

2011

20

12

2013

20

14

2015

20

16

2017

20

18

2019

20

20

EPWA-Warsaw

AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual

*

AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1

[E] *

AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 *

AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP] [E] *

ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements

[IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned Not Applicable (Poland does not participate in this obj.)

Late

NOTE: The year where the coloured box is placed indicates the ‘Implementation Completion Date’ as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date.


Introduction

The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a five-year plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document – Year 2013 describes the situation in the State at the end of December 2013.

The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s) accountable for the information contained in each of them:

Chapters 1 to 5 present the key players in the State, and sets the institutional and geographical scenes to help the reader understand the specifics of the State and interpret the rest of the document correctly. It also presents a short description of the main national and regional projects in which the national Stakeholders are involved.

Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP.


Chapter 1 - National ATM Environment

1.1 Geographical Scope

1.1.1 International Membership

Poland is a Member of the following international organisations in the field of ATM:

Organisation Since

ECAC 28th June, 1990

EUROCONTROL 1st September, 2004

European Union 1st May, 2004

European Common Aviation Area 9th June, 2006

EASA 1st May, 2004

ICAO 4th April, 1947

JAA 26th November, 2002

NATO 12th March, 1999

1.1.2 Geographical description of the FIR(s)

The geographical scope of this document is the Warszawa Flight Information Region (FIR Warszawa). It consists of Polish airspace over the land, internal waters and territorial sea and certain airspace over the open Baltic Sea.

The Polish airspace consists of controlled airspace and uncontrolled airspace. The uncontrolled airspace is defined as airspace outside controlled airspace, Temporary Segregated Areas (TSA), Temporary Restricted Areas and Military Aerodrome Traffic Zones (MATZ).

The FIR EPWW lies within the national borders to the East, South and West, where it borders on respectively the Vilnius, Minsk, L’vov, Bratislava, Praha and Berlin FIRs. To the North it covers part of the Baltic Sea and has common boundaries with the Malmö and Kaliningrad FIRs. Kaliningrad and Minsk FIRs are not ECAC States.

There are 8 TMAs within the FIR WARSZAWA at Gdańsk, Kraków, Szczecin, Warszawa, Rzeszów, Łódź, Poznań, Lublin.

TMA

Lower limit

Upper limit

No of sectors

LTMA/UTMA Gdańsk 550m FL135 (LTMA) FL285 (UTMA) 5

LTMA/UTMA Kraków 701m FL095 (LTMA) FL285 (UTMA) 6

TMA Szczecin 518m FL135 4

TMA Warszawa 305m FL225 8

TMA Rzeszów 610m FL145 4

TMA Łódź 550m FL095 2

TMA

Poznań

North 503m FL195 4

South 640m FL195 6

TMA Lublin 549m FL135 4

The lateral dimensions of all TMAs can be found in the Polish AIP starts from section ENR 2.1.


Poland has implemented some airspace delegations with neighbouring FIRs. Details are described in ENR 2.1 The extent of Polish airspace and its adjacent FIR/UIRs is depicted in the Figure 1 below:

1.1.3 Airspace Classification and Organisation

From 18 March 2004 Airspace ICAA class C is applied from FL 95 to FL 660 except Airspace ICAO class G that will be applied from SFC to FL 95 in non- controlled airspace.

Class D has been implemented from 15 November in CTR and TMA Lublin up to FL095. Further implementation is planned systematically within other TMA’s and CTR’s


At present, the situation is as follows:

FL or Alt Band Poland

Upper Limit

95‐660

C

GND‐FL095

Outside CTR’s and TMA’s

G

Major TMA C

Minor TMA

C

D

Up to FL095

CTA/AWY C

CTR C D

Legend A B C D E F G Unclassified or N/A No Reply

1.2 National Stakeholders

The main National Stakeholders important for efficient ATM operations in POLAND are the following:

- The Civil Aviation Authority (CAA), also the National Supervisory Authority (NSA) for Poland;

- The Polish Air Navigation Services Agency (PANSA);

- The Polish Air Force;

- The Military Air Traffic Service Office;

- The Polish Airports State Enterprise, operating the Warsaw Chopin Airport and Zielona Góra/Babimost Airport;

- The State Commission for Aircraft Accident Investigation (SCAAI).


Their activities are detailed in the following subchapters and their relationships are shown in the diagram below:

1.2.1 Civil Regulator(s)

1.2.1.1 General information

The Ministry of Transport, Construction and Maritime Economy is responsible for Civil Aviation in Poland. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA is further detailed in the following sections.

Activity in ATM: Organisation responsible

Legal Basis

Rule-making The Ministry of Transport, Construction and Maritime Economy

The Civil Aviation Authority (CAA)

Polish Aviation Law of July the 3rd, 2002 with later amendments

Safety Oversight The Civil Aviation Authority (CAA)

Polish Aviation Law of July the 3rd, 2002 with later amendments;

EC 1034/2011

Establishment of Tolerable Safety Levels


(ICAA Annex 11, Attachment D (Acceptable Level of Safety))

Safety Performance Monitoring The Civil Aviation Authority (CAA)

- Commission Regulation (EC) No. 1321/2007.

- Commission Regulation (EC) No. 1330/2007.

- Directive 94/56/EC.

- Directive 2003/42/EC.

Enforcement actions in case of non-compliance with safety regulatory requirements


Commission Regulation (EC) No. 1034/2011, Article 12

Airspace The Civil Aviation Authority (CAA)


Warsaw Chopin Airport

Military Air Traffic Service Office

Airspace Advisory

Committee

Ministry of Infrastructure and

Development

Ministry of National Defence

The State Commission for Aircraft Accident

Investigation

Civil Aviation Authority

Polish Air Navigation Services Agency

Polish Airports State

Enterprise

Air Force Headquarter

Zielona Góra/Babimost

Airport

Military Accident Investigation

Office


Activity in ATM: Organisation responsible

Legal Basis

EC 551/ 2004; EC 2150/ 2005

Economic The Civil Aviation Authority (CAA)

The Ministry of Transport, Construction and Maritime Economy


Commission Regulation (EC) No 1794/ 2006

Regulation No 550/2004

Commission Regulation (EC) No. 691/2010

Environment The Ministry of Environment

National regulation 1702/ 2003;

Annex 16 ICAA

Security The Ministry of Internal Affairs


MoIA general rules, CAA approval of Security Programme for aerodromes and conducting of security inspections, oversight;

EC 2320/ 2002; EC 820/ 2008

1.2.1.2 The Civil Aviation Authority (CAA)

The President of the Civil Aviation Authority performs the functions of aviation administration and aviation supervision authority in the following main areas: compliance with legal provisions relating to the civil aviation, operation of aircraft and certification of entities conducting activity in civil aviation, airworthiness of aeronautical equipment and the competency of the flight personnel, registers of aircraft, aerodromes, aviation ground facilities, flight personnel and landing areas, flight safety in civil aviation, including the examination and evaluation of safety levels in civil aviation, application of civil aviation regulations, approving the boundaries of manoeuvring area of the aerodrome.

Polish Aviation Law of July the 3rd, 2002 provides the main basis upon which the Polish aviation regulatory framework is being developed.

IAW Aviation Law, the Civil Aviation Authority is in charge of ATM safety regulation and was nominated as the National Supervisory Authority (as per the SES Regulations). As a National Supervisory Authority, the CAA is independent from the Polish Air Navigation Services Agency. The independence is thus achieved at institutional level.

Rulemaking, Safety Oversight and Safety Performance Monitoring have been entrusted to the safety regulatory function (CAA). ATM safety occurrence analyses have been entrusted to CAA together with SCAAI and PANSA. In the flight safety domain the CAA covers following areas:

- Evaluation of principles for creating methods leading to organising flight safety and prevention activities;

- Safety oversight and inspection of ATM services and aircraft; - Co-operation with the State Commission for Aircraft Accidents Investigation - evaluation and analysis

of accident causes; - Conclusions and after accident recommendations, supervising and control of their implementation; - Managing the accident and aviation incidents’ database; - Preparation of annual and immediate after-flight damage reports; - Consultation of draft aviation regulations - Preparation of Annual Summary Template.

Annual Report published: Y Safety Oversight Annual Report. (Available in CAA) in March 2013

The address of NSA website: www.ulc.gov.pl


1.2.2 PANSA

The Polish Air Navigation Services Agency (PANSA) was set up on 01 April 2007 and replaced the Polish Air Traffic Agency (PATA) which as a state body was responsible for air traffic over Poland. PANSA is responsible for guaranteeing safe, continuous, fluent and efficient air traffic. It is a state body (acting as a legal entity with an autonomous budget) responsible for air traffic management within Polish airspace in accordance with ICAA, except at military airports.

Name of the ANSP: Polish Air Navigation Services Agency

Governance: Independent Agency Ownership: State-owned

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Aerodrome(s) Y

AIS Y

CNS Y

MET N Institute of Meteorology and Water Management - National Research Institute(IMGW-PIB) is the institution certified by the CAA Ibcol Polska Limited Company

ATCO training Y

Others Flight Safety Inspection (NAV&SUR test flights, and control flight of the procedures).

Additional information:

Provision of services in other State(s):

Y Cross-border areas with Czech Republic where PANSA is service provider, and with other two countries: Germany and Sweden which provide services in parts of EPWW FIR.

Annual Report published: Y PANSA publishes an Annual Report every year.

Address of ANSP website: www.pansa.pl

The Annual Report is also published in the official journal CAA www.ulc.gov.pl.

1.2.2.1 ATC system in use

Specify the manufacturer of the ATC system currently in use: INDRA Sistemas, PEGASUS_21

Major upgrade1 of the ATC system is performed or planned? Operational since 26.11.2013, first upgrade planned for Q1 2015

1.2.2.2 ATC units

The following Table lists the ACC sectors /and TMAs in the Polish airspace, which are of concern to this LSSIP.

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route APP

Warszawa ACC 9

3 Warszawa APP – Radar Service.

Gdańsk APP 1 Radar Service.

Kraków APP 2 Radar Service Kraków sector &

Katowice sector (2 sectors in all since 2006)

Poznań APP 2 Radar Service Poznań Sector North

(EPPO)& South (EPWR)

1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))


1.2.3 Airports

1.2.3.1 General information

Two of the currently functioning Polish Airports: Warszawa/Chopin, Zielona Góra/Babimost are operated by “Polish Airports” State Enterprise. Other regional airports: Gdańsk/Lech Walesa, Katowice/Pyrzowice, Wrocław/Strachowice, Kraków/Balice, Szczecin/Goleniów, Poznań/Ławica, Łódź/Lublinek, Rzeszów/Jasionka, Bydgoszcz/Szwederowo, Warszawa/Modlin and Lublin have been transformed into commercial companies with ownership shared by State Treasury, PPL, local authorities and private sector.

1.2.3.2 Airport(s) covered by the LSSIP

APO SloAs are contained in the following objectives: ENV, AOP, ITY-ADQ and SAF11.

In addition to the Annex B of the ESSIP Plan edition 2013, it is up to the individual State to decide which

additional airports will be reported through LSSIP for those objectives.

So Warsaw Chopin Airport which is the main national airport of Poland is covered in this LSSIP and it is part of airports listed in the ‘APT’ related list of airports.

1.2.4 Military Authorities

The Military Authorities responsible for air traffic management for military aircraft in POLAND are the Air Force HQ, and the Military Air Traffic Service Office (MATSO) of Polish Armed Forces. They report to the Ministry of Defence through the Chief of General Staff.

In peace time, the management of Polish airspace functions is carried out by the Minister for Transport. During wartime or a state of emergency, upon the ‘Polish Aviation Law of July the 3rd 2002, the Minister of Infrastructure and the Minister of Defence, by means of regulations, define the rules for handling the functions to the Minister of Defence, considering the rules of co-operation between national air traffic management authority with relevant military services. All responsibilities relating to state security are realised by the Minister of Defence through appropriate executive bodies.

On the basis of legal documents, on the 1st January 2002, the Military Air Traffic Service Office (MATSO) of Polish Armed Forces was established. Being the main military authority subordinate to the Commander of Polish Air Force, MATSO holds the position of the central management and supervision body over the military air traffic service in Polish Armed Forces. MATSO accomplishes the tasks on the operational management level and its area of responsibility comprises the general supervision over military air traffic services at military air bases as well as co-ordination between civil and military services.

Additionally its area of responsibility includes the implementation of unified procedures, norms, and standards of technical equipment, and unification of ATS personnel qualifications in integrated air traffic management system.

MATSO co-operates with the Polish Air Navigation Services Agency (PANSA) and other Polish civil aviation organisations. The main objective of this co-operation is the delegation of air traffic management authority to MATSO in times of war or crisis.

Polish military authorities set objectives for adoption of NATO standards and procedures under the guidelines of NATO Air Traffic Management Committee (NATMC). This led to the integrated ATM system.

The ‘Polish Aviation Law of July the 3rd 2002; allows Military to provide ATC services at military aerodromes. Military Air Traffic Control Service (aerodrome control, approach control) is provided to all aircraft (civil/military) performing flights in Military Air Traffic Zone (MATZ) designed for every military airport. MATZ is non-classified airspace, however all ATC services provided are compliant with D class airspace regulations. It means that by internal regulation all services are provided in accordance to ICAA regulations with exceptions (for military users) described in ATC Local Operational Procedures and MIL AIP – but in the light of standing ICAA regulations, provided services are not considered as “controlled”. Practically, ATC provided by the military ATS to civil aircraft relates to occasional humanitarian, private / business and SAR flights at military aerodromes.

The military part is not a service provider neither for GAT nor for OAT.

The military provide military ATS solely at military aerodromes, except SAR service, which is provided in the whole FIR Warszawa (MET can be provided by separate organisation according to regulations; some services can be provided by MIL MET, but not all). The provision of Flight Information Service by the


military ATS to civil aircraft relates to occasional humanitarian, private/ business and SAR flights at military aerodromes. This service is not considered an ATC service and the clearance limit for the controlled part of the flights is provided to the crew individually, therefore military aerodromes are not considered ‘controlled’ in the light of standing ICAA regulations, except one military airport Poznan-Krzesiny.

The level of integration between civil and military is realised through the ASM specialists (MATSO officers), who are delegated to AMC Poland in Polish Air Navigation Services Agency.

The Military regulatory, service provision and user role in ATM are recalled in a synthetic way in the chart below.

1.2.4.1 Regulatory role

Regulatory framework and rule-making

Oversight

1.2.4.2 Service Provision role

OAT GAT

OAT and provision of service for OAT governed by national legal provisions?

N Provision of service for GAT by the Military governed by national legal provisions?

N

Level of such legal provision: Level of such legal provision:

Authority signing such legal provision: Authority signing such legal provision:

These provisions cover: These provisions cover:

Rules of the Air for OAT N

Organisation of military ATS for OAT N Organisation of military ATS for GAT N

OAT/GAT Coordination N OAT/GAT Coordination N

ATCO Training N ATCO Training N

ATCO Licensing N ATCO Licensing N

ANSP Certification N ANSP Certification N

ANSP Supervision N ANSP Supervision N

Aircrew Training ESARR applicability

Aircrew Licensing

Additional Information: Additional Information:

Means used to inform airspace users (other than military) about these provisions:

Means used to inform airspace users (other than military) about these provisions:

National AIP N National AIP N

National Military AIP Y National Military AIP Y

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: Other:

OAT GAT

National oversight body for OAT: N NSA (as per SES reg. 550/2004) for GAT services provided by the military: Not applicable

OAT GAT

Services Provided: Services Provided:

En-Route N/A En-Route PANSA

Approach/TMA N/A Approach/TMA PANSA

Airfield/TWR/GND PAF Airfield/TWR/GND PANSA

AIS PAF AIS PANSA

MET PAF MET MET office

SAR PAF, PANSA - coordination SAR PANSA - coordination


Military ANSP providing GAT services SES certified?

N/A If YES, since: N/A Duration of the Certificate:

N/A

Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations?

N

1.2.4.3 User role

TSA/TRA monitoring PAF, PANSA FIS PANSA

Other: Other:

Additional Information: Additional Information:

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT

If Military fly OAT-IFR inside controlled airspace, specify the available options: Within a special OAT route system

Free Routing Within specific corridors only Y

Within the regular (GAT) national route network Under radar control Y

Within a special OAT route system Y Under radar advisory service

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special agreement

No special arrangements X Exemption from Route Charges X

Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF

CNS exemptions: RVSM X 8.33 X Mode S ACAS X


1.2.4.4 Flexible Use of Airspace (FUA)

1.2.5 Accident/incident Investigation Body

1.2.5.1 Technical investigations

State is EU member and Directive 94/56/EC has been transposed into national legislation: Technical investigations following accidents and/or incidents are carried out by Komisja badania wypadków lotniczych (State Commission on Aircraft Accidents Investigation (SCAAI)) in Poland. This body performs its functions independently in compliance with Council Directive 94/56/EC reporting only to the Minister competent for transport.

Results of the investigations and statistics are made public through http://www.mi.gov.pl/2-4821a237de95c.htm

1.2.5.2 Collection, Evaluation & Processing of Data

State is EU member and Directive 2003/42/EC has been transposed into national legislation:

The SCAAI performs the collection, evaluation, process and storing of all information related to accidents, incidents and occurrences, as well as making this information available to the other EU States according to Directive 2003/42/EC.

In order to carry out this function, SCAAI uses the tools developed in the frame of the programme for the “European Co-ordination Centre for Aviation Incidents Reporting System” (ECCAIRS).

1.2.5.3 Civil-Military Accidents/Incidents

Describe the arrangements in the State to deal with accidents/incidents when both civil and military are involved.

PANSA provides civil side information to the SCAAI. The Military Flight Safety Inspection Body, subordinated to the Ministry of Defence, collects the MIL information and provides the SCAAI with the pertinent one.

Military in <State> applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y




Chapter 2 - En-route Traffic and Capacity

2.1 Evolution of traffic in Poland

2013

Traffic in Poland increased by 2.1% during Summer 2013 (May to October inclusive), when compared to the same period during 2012.

2014-2018/19

The STATFOR medium-term forecast (MTF) predicts an average annual increase between 1.8% and 5.5% during the planning cycle, with a baseline growth of 3.7%.

Poland - Annual IFR Movements

0

200000

400000

600000

800000

1000000

1200000

2009 A 2010 A 2011 A 2012 A 2013 F 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F

IFR

flig

hts

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

Poland - Distribution (Ref. year 2012)

International Dep/Arr

34%

Domestic flights 8%

Overflights 59%

A = ActualF = Forecast

2010 A 2011 A 2012 A 2013 F 2014 F 2015 F 2016 F 2017 F 2018 F 2019 FH 3,0% 6,7% 5,9% 5,3% 5,1% 5,1% 4,7%B 5,8% 9,4% 4,6% 2,6% 4,7% 3,8% 3,4% 3,3% 3,5% 3,4%L 2,1% 2,7% 1,6% 1,7% 1,6% 1,8% 1,7%

ESRA B 0,8% 3,1% -2,4% -0,9% 1,4% 2,6% 2,7% 2,2% 2,5% 2,5%

STATFOR Medium-Term Forecast (September 2013)IFR flights yearly growth

Poland


2.2 WARSAW ACC

2.2.1 Traffic and en-route ATFM delays 2009-2018/19

2.2.2 Summer 2013 performance

Traffic Evolution 2013 Capacity Baseline En-route Delay (min/flight) Capacity

gap Optimum All reasons Without weather

+ 2.3% 140 (+3%) 0.3 - 0.4 0.5 0.4 Yes

The average en-route delay per flight decreased from 0.8 minutes per flight in Summer 2012 to 0.5 minutes per flight in Summer 2013.

59% of the delays were for the reason ATC Capacity, 21% for ATC staffing, 13% for weather and 7% for Equipment.

Capacity Plan + 3% Achieved Comments

Improved traffic handling through enhanced cooperation FMP/DNM

Yes

Flexible use of configurations Yes

Release of new sector’s capacity reference values Yes

Maintain number of ATCOs Yes

Improved sector configurations and management of configurations

Yes

Maximum configuration: 8 Sectors Yes

Summer 2013 performance assessment

The capacity baseline was measured with ACCESS / Reverse CASA and represents the capacity actually offered during the measured period. During the same period, the average peak demand was 149 (peak 1 hour) and 141 (peak 3 hour).

2.2.3 Planning Period 2014-2018/19 - Summer

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.

The 2014-2018/19 summer capacity profile and delay breakdown has been derived according to the following parameters:


2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January 2011

2015-2018/19: Reference value based on the breakdown of a yearly European delay target of 0.5 min/flight

Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned

Mode S Datalink Introduce 5 NM longitudinal

separation

Improved ATFCM techniques, including STAM New ATM system in operation

(Nov 2013)

Polish 2010+ airspace project

9 elementary horizontal sectors – Improved flexibility

Stepped implementation of vertical sectorisation -

Improved flexibility

4 ATCOs less Recruitment to maintain number of controllers

Improved sector configurations and management of configurations

Re-evaluation of sector capacities

Significant Events

New ATM system

operational in APP/TWR

Max sectors 8/9 8/9 8/9 8/9 8/9 8/9

Capacity increase p.a.

0% 5% 5% 5% 5% 5%

Reference profile

4% 4% 4% 4% 4% 2%

Additional information

New ATM system o Switch over: 26 November 2013 o Transition period: Capacity reduction starting with 35% and gradual recovery over 6 months.

2014 2015 2016 2017 2018 20190.26 0.23 0.23 0.23 0.23 0.230.28 0.34 0.34 0.34 0.34 0.34

En-route ATFM delay breakdown - Reference Values

AnnualEPWWCTA

Summer

H 149 6% 159 7% 170 7% 180 6% 188 4% 195 4%Ref. 146 4% 152 4% 158 4% 165 4% 172 4% 176 2%

L 144 3% 144 0% 146 1% 149 2% 154 3% 156 1%C/R 149 6% 151 1% 160 6% 167 4% 173 4% 178 3%

2015 2016 2017 2018ACC

2013 baseline 2014

EPWW 140

2019

Capacity ProfilesProfiles (hourly movements and % increase over previous year)


2014-2018/19 Planning Period Outlook

The performance in 2014 will be impacted by the implementation of the new ATM system. The new ATM system is expected to bring significant operational benefits from 2015 onwards, as described in the Transition Plan.

The capacity gap is expected to gradually reduce over the planning period.

EPWWCTA - Reference capacity profile and alternative scenarios

0

50

100

150

200

250

Cap

acit

y p

rofi

le (

mo

vem

ents

per

ho

ur)

2014-2019 Reference Capacity Profile 146 152 158 165 172 176

Capacity Profile - Current Routes 149 151 160 167 173 178

Capacity Profile - High 149 159 170 180 188 195

Capacity Profile - Low 144 144 146 149 154 156

Capacity Baseline 136 140

2014 - 2019 Plan 140 147 154 162 170 179

2012 2013 2014 2015 2016 2017 2018 2019


Chapter 3 - ESSIP Report recommendations

Recommendations issued from the ESSIP Report for 2012 applicable to Poland for all items that require corrective actions and improvements.

Number Recommendation Ownership

REC-2012-03 To ensure that all Stakeholders report the expected completion dates as defined in their National business plans.

All States

Comment State: Proposed investments and organisational needs are specified in application sheet and verified in terms of their alignment with PANSA strategy and European priorities defined in main documents like ATM Master Plan, ESSIP, etc

REC-2012-09 ANSPs to ensure appropriate efforts to implement all related actions in the ESSIP objective AOP05, particularly stakeholder lines of action ASP04 and ASP05.

CH (LSGG only), DK, ES,FR(except LFPG), GR, HU, PL, PT, SE (ESSB only), TR, UK

Comment State:

Stakeholders will be implement all related activities in ESSIP objective AOP05, according to the manual-CDM

REC-2012-11 States to ensure that appropriate actions are taken for overcoming present delays in the implementation of priority capabilities specified in the ESSIP objective FCM03.

BE, UK, SE, NO, FI, LV, PL, HU, UA, AM, TR, MK, FR, PT, MT, RO, HR, BA, AL, SI, IT, CZ, MAS, CY

Comment State: ADEXP processing is implemented in the new ATM system, although supplementary software might still need upgrades before operational implementation of ADEXP. This necessity is taken into account in the individual plans

Interim Deployment Programme View


REC-2012-22 States are encouraged to speed up the AFP implementation and to schedule AFP testing with Network Manager

All States

Comment State: The new system does not support automatic AFP messages. Due to contractual reasons, this recommendation could not be followed in previously defined timeframe. However, this recommendation had impact on the new system’s upgrade (list of functionalities), which will include AFP automatically generated to be operationally implemented in 2015.

REC-2012-27 Airports are encouraged to establish performance committees and implement information sharing and performance reporting processes in line with A-CDM guidelines (AOP05 objective).

Airports in applicability area reported other than “completed”

Comment State: Stakeholders will be implement all related activities in ESSIP objective AOP05, according to the manual-CDM


REC-2012-28 To revise deployment plans and as much as possible speed up the implementation of CPDLC requirements

ANSPs of core area States

Comment State: At the present moment work is underway to prepare the Pegasus_21 ATC system for the February 5th 2015 implementation date for CPDLC. Final testing and training for the ATC staff is planned from September to December of this year.

Stakeholders View


REC-2012-40 ANSPs are encouraged to publish more APV routes. All ECAC ANSPs

Comment State: In 2013 PANSA was designed APV procedures for the Airport in Katowice. To the end of 2015 PANSA will design and publish procedures for all 13 airports with IFR runways.

FAB View


REC-2012-41

To update the FABs plans and establish a more appropriate roadmap to improve the current lack of coordination and ensure a common response to deployment needs.

FAB States

Comment State: The Baltic FAB Implementation Programme has been approved by the Baltic FAB Council. The Programme envisages the wide range of projects covering optimization of use of airspace, ANS provision, and best practice sharing areas. The Baltic FAB Implementation Programme development process is carried out through a series of working groups reporting to Baltic FAB Management Office with representative stakeholders of Lithuania and Poland. Each project contains the specific actions to be taken, the timescale and the responsibility for these actions as well as includes identifying and mitigating any risks that could affect implementation

REC-2012-42

The ANSPs should coordinate system deployment (including system upgrades) and capabilities implementation plans with FAB partner first, and then follow on with coordination to adjacent FABs and ANSPs.

FAB States

Comment State: The Baltic FAB Implementation Programme has been approved by the Baltic FAB Council. The Programme envisages the specific projects of ANS provision, in particular Project 2.2. Convergence of ATM systems in the Baltic FAB ACCs and Cross Borders Service provision with Joint Contingency Service Provision and Project 2.3. Optimization of ATM/CNS technical infrastructure within Baltic FAB


REC-2012-43

Ongoing work to harmonise reporting culture between States in the FAB should be continued to ensure alignment of reporting principles.

FAB States

Comment State: Within the Baltic FAB, coordination shall take place between FAB members to consolidate their respective safety management systems into a common one, creating a homogeneous safety level and concept around the Baltic FAB.

A single Baltic FAB safety and quality system comprising uniform safety and quality targets shall be developed and implemented. This system shall homogenise safety levels at Baltic FAB level creating a common safety concept. A common safety training program shall be implemented in the Baltic FAB. A joint Baltic FAB Safety Management System allowing analysing all activities related to FAB safety performance shall be developed and implemented. In addition a joint tool allowing day-to-day analyse the Baltic FAB safety performance targets and, if necessary, to apply the appropriate proactive measures shall be implemented


Chapter 4 - National Projects

Name Schedule Description – Scope Status Link with ESSIP/IDP/ ATM MP

Expected Contribution to the Key Performance Areas2

PPP2010+ 2008/2015 Optimization of FIR Warsaw airspace including TMAs in major Polish airports and flexible civil/military air structures.

In scope of schedule – TMA’s in selected airports already reorganized

IDP:

WP2.2

WP2.3

ARCC 20012/2016 Organization of PANSA ARCC

Project postponed – awaiting for national regulation

COM 2010/2016

Ground Radio Stations

- voice communication

- data link communication

In scope of schedule ESSIP:

COM11

ITY-FMTP

ITY-AGDL

IDP:

WP4.1

ATM MP:

CTE-C8

CTE-C9

CTE-C11b

Safety- transition from analogue to digital technology for ground communications systems and for the CPDLC will increase the reliability of these system and at the same will increase the level of safety

Capacity – the radio-communication system’s develop related to the new airspace re-sectorisation will enable increased airspace capacity. Implementation of CPDLC will increase capacity around 14%, assuming that 100% of transition aircrafts will be equipped with VDLM2

Cost-effectiveness - implementation of new technologies in the COM area allows to reduce the operating costs of systems. Implementation of new technologies and the development of communications systems will require funding, but will reduce operating cost in the long term

2013-2016

Implementation of 8.33 kHz channel separation above FL195 (in line with EU 1265/2007)

ESSIP:

ITY-AGVCS

ATM MP:

CTE-C5

Implementation of VoIP

- in VCS-VCS relations (modernization of

ESSIP:

COM06

2 Capacity, safety, cost-efficiency and environment – as defined in Recital 2 of Regulation (EU) No 691/2010.




VCS )

- in GRS-VCS relations

Implementation of CPDLC (in line with EU 29/2009)

- implementation of ACSP (Air Ground Communication Service Provider)

- ATM system upgrade

ESSIP:

ITY-AGDL

IDP:

WP4.1

WP4.2

WP4.3

NAV Infrastructures (DVOR, DME)

2010/2016 Installation of new DVOR (12 sites) and DMEs (18 sites)

In scope of schedule

ESSIP:

NAV03

ATM MP:

AOM-0601;

Safety - fulfilment of the requirements of navigation coverage. Multiple coverage of the beacon signal, will increase the accuracy of the aircraft location and to provide redundancy radionavigation coverage.

Capacity - increase of the accuracy of the position of the aircraft by increasing the coverage of the navigation will allow more flexible airways and flight procedures. Minimizing delays in air traffic by increasing the precision of determining the position of the aircraft.

Environment - The flexibility to design procedures for fluent air traffic management and reduction trajectory

Cost-effectiveness - transition from the use of the DVOR / DME to the DME which is a cheaper technology, will reduce infrastructure maintenance costs. Coverage of the RNP1 is much cheaper than RNP5, also due to the increased accuracy of the location of the aircraft, reducing delays and generated support for air traffic services

NAV Infrastructures ( ILS)

2010/2017 Installation/ modernization of ILS in 10 locations.

Warsaw- final stage, other – to be finished in 2012

Safety - Exchange of exploited ILS systems will increase safety - new equipment are generally more reliable. Increasing the accuracy of the aircraft location can navigate the aircraft with the prescribed rate on the path of approach in low visibility. Provide by instrument approach for landing, depending on the category, minimize the amount on which the decision is made whether to interrupted the approach to landing. The Airport with ILS system, are able to service the aircraft in




bad weather conditions.

Capacity - airport facilities in the ILS can reduce separation between landing aircraft and making possible to increase the number of landings.

Cost-effectiveness – airport facilities in the ILS allows to increase the number of aircraft to be serviced even under adverse weather conditions, which generates income for both ANSPs and Airport. Simultaneously are decreasing costs and delays associated with the return of aircraft to another airport in heavy weather.

SUR Infrastructure

2010/2018

Wide Area Multilateration system for TMA Gdansk, Poznań/Wrocław, Kraków/Katowice

Tender procedures

ESSIP:

ITY-SPI

Safety - precise identification and determination of the position of aircraft with surveillance information continuity, enable to provide continuous coverage of the area and maintain the current level of safety with an increasing level of air traffic.

Capacity - determine the position of the aircraft along with ensuring continuity of information, surveillance, can reduce the separation of aircraft and leads to increased capacity and reduce delays in air traffic.

Cost-effectiveness - Secondary impact on the cost-effectiveness. Maintaining and developing surveillance infrastructure, increased the number of aircraft operated.

A-SMGCS 2013-2016 A-SMGCS system for Warsaw airport Project planning Safety - precise identification and determination of the position of aircraft at the aerodrome area

Cost-effectiveness – reduction of taxi time,

Enterprise resource planning system

2010/2016 Implementation of Enterprise Resources Planning

External consultants elaborating final specification of the system

Cost-effectiveness - increase of ability to efficiently allocate human resources and define the possible bottlenecks. Improving the process of planning, controlling, costs allocating and create financial forecasts


Chapter 5 - Regional Co-ordination

5.1 FAB Co-ordination

The Poland and Lithuania has signed the Agreement on the establishment of the Baltic Functional Airspace Block between the Republic of Poland and the Republic of Lithuania. The establishment of the Baltic FAB in the joint airspace of Poland and Lithuania is a first step in bringing about improvements in Air Navigation Services (ANS) in the region. Moreover, it is expected that further opportunities and measures giving considerable benefits will be achieved in cooperation with all the countries’ neighbours, and there is the potential for Poland and Lithuania to act as a bridge between the EU and non-members to the East.

Introduction of a FAB in the joint airspace of Poland and Lithuania brings benefits both:

• in terms of benefits to users, through reduced delays and fuel costs; and

• through cost savings at ANSPs which can be passed through as unit rate reductions.

The Baltic FAB Feasibility Study identified opportunities to be gained as a result of possible integration of the Baltic FAB and neighbouring FABs

5.2 FAB Projects

5.2.1 Baltic FAB Initiative

Within the scope of Regulation (EC) No 550/2004 Lithuania and Poland have taken the following actions which leads to implementation and establishment of FAB:

A. Assessment of operational, economic, social and institutional consequences to the air transportation stakeholders (ANSP, Civil Aviation Authority, Ministries, airspace users, including the Military, and airports) following the implementation of a FAB with the following factors taken into account:

- Strategy: compliant with the overall pan-European policy and strategy for Air Traffic Management, with a positive development of the ATS provision and ensuring an optimum evolution of the Baltic FAB within the Single European Sky development, including integration with the neighbouring FABs and regional initiatives;

- Sustainable traffic development: Baltic FAB airspace re-configuration and route network optimization were assessed as drivers for increasing traffic demand;

− Sustainable infrastructure development: a comprehensive assessment was developed for the implementation of a cost-effective service provision, including possible required investments, new operational and technological requirements will be introduced by FAB common operation, and together with the European SESAR new technologies to be implemented in the next years;

- Long-term financial sustainability: the ability to finance capital expenditures and operating costs through an adequate revenue and cost planning model, and an adequate route charging mechanism within the Baltic FAB;

- Performances: compliance of the proposed alternatives with the EU performance targets and average results according to the established KPI in the areas of safety, security, capacity, efficiency, environment and cost-effectiveness;

- Benefits and quick wins for Lithuania and Poland: benefits and quick wins in different areas such as common operation opportunities, technical infrastructure, human resources and economic-financial management achieved when implementing the FAB.

- Legal/regulatory: safety, operation and Single European Sky regulatory compliance and consideration of airspace sovereignty, delegation of ATC for portions of airspace, liability, accountability.


B. Institutional/legal framework by which Baltic FAB is established and organised

- Agreement on the Establishment of the Baltic Functional Airspace Block between the Republic of Lithuania and the Republic of Poland (the Baltic FAB Agreement) creates a sound high-level FAB legal framework enabling the lower-level agreements and other arrangements that are necessary for implementation and day-to-day operations of the Baltic FAB. This agreement was signed 17 July 2012 in Vilnius.

- The NSA Co-operation Agreement (NSA Agreement) was signed between the Civil Aviation Administration of the Republic of Lithuania and Civil Aviation Office of the Republic of Poland on 6 September 2012 in Warsaw. The agreement provides necessary arrangements for cooperation to ensure adequate supervision in accordance with Article 2 of the Regulation (EC) No 550/2004 as amended, and the requirement to exchange appropriate information to ensure safety oversight under the Regulation (EC) No 1034/2011. The detailed conditions of the execution of the rights and obligations of the NSAs under the Baltic FAB State Agreement are provided in the agreement.

- The Cooperation Agreement of the Baltic FAB Air Navigation Service Providers (the ANSP Agreement) was signed 19 November 2012 in Vilnius. The ANSP Agreement will facilitate implementation of the Baltic FAB State Agreement and execution of ANSPs’ rights and obligations under the Baltic FAB State Agreement and fulfilment of decisions of the Baltic FAB governance bodies. The ANSP agreement provides necessary arrangements ensuring that the ANSPs will coordinate, harmonize, support, develop and improve the activities of the ANSPs in the context of Baltic FAB.

C. Baltic FAB Governance and Management

Since 2004, the two States have been using the Baltic ANS Commission as a high-level management and consultation forum in ANS matters. In 2010 Lithuania and Poland established an inter-ministerial Baltic FAB Strategic Committee comprising the representatives of MoT, MoFA, the military authorities, CAA and ANSP and chaired by the vice-ministers responsible for civil aviation.

Starting September 2012 by the Decision of Strategic Committee the new governance structure of Baltic FAB was established:

- Baltic FAB Council;

- Baltic FAB Board;

- Baltic FAB Management Office;

- Committees (Airspace Committee, Strategic, Economic and Performance Committee, Safety Committee, Operational and Technical Committee).

Also as a result of NSA agreement signature, NSA Committee was established within Baltic FAB Management bodies.

The Baltic FAB implementation and development process is carried out through a series of working groups reporting to Baltic FAB Management Office with representative stakeholders of Lithuania and Poland.

For each work stream corresponding to a group, an implementation and development plan coordinated between the FAB members was developed; it identifies the specific actions to be taken, the timescale and the responsibility for these actions as well as includes identifying and mitigating any risks that could affect implementation.


Name Schedule FAB Partner Status Expected Contribution to the Key Performance Areas3 and link to ESSIP

ASM/ATFCM cooperation within

Baltic FAB

Dec 2013-Sept 2018

ANSPs Initiation phase Safety - Medium Capacity - High Flight efficiency - High Environment - Medium Performance – High

Establishment of a Free Route

Airspace within Baltic FAB

Nov 2013- Jun 2017

ANSPs Initiation phase Safety - Medium Capacity - High Flight efficiency - Medium Environment – Medium Performance – High

Harmonization of ANS provision and supervision rules and procedures

within Baltic FAB

Dec 2013- Jun 2016

NSAs, ANSPs Initiation phase Safety - High Capacity - High Flight efficiency - Medium Environment - Medium Performance – High

Convergence of ATM systems in the

Baltic FAB ACCs and Cross Borders Service provision

with Joint Contingency

Service Provision

Dec 2013-Jun 2019

NSAs, ANSPs Initiation phase Safety - High Capacity - High Flight efficiency - Low Environment - Low Performance - High

Optimization of ATM/CNS technical infrastructure within

Baltic FAB

Dec 2013-Oct 2015

ANSPs Initiation phase Safety - Medium Capacity - High Flight efficiency - High Environment - Medium Performance – High

Coordinated AIS provision within

Baltic FAB

Dec 2013-Nov 2017

ANSPs Initiation phase Safety - Medium Capacity - Medium Flight efficiency - Medium Environment - Low Performance – High

Enhancement of inter-FAB

cooperation and cooperation with non-EU countries

Nov 2013-ongoing

ANSPs Initiation phase Safety - Medium Capacity - Medium Flight efficiency - High Environment - Medium Performance – Medium

Best practice sharing among

Baltic FAB stakeholders

Oct 2013-Jan 2019

ANSPs Initiation phase Safety - Low Capacity - Low Flight efficiency - Low Environment - Low Performance – High

Optimization of MET service

provision model within Baltic FAB

Dec 2013-Oct 2017

NSAs,METs Initiation phase Safety - Low Capacity - Low Flight efficiency - Low Environment - Low Performance – High

Search and Rescue (SAR) service

coordination within Baltic FAB

Dec 2013-Jan 2018

MoTs, MoDs, ANSPs

Initiation phase Safety - Medium Capacity - Low Flight efficiency - Low Environment - Low Performance – High

3 Capacity, safety, cost-efficiency and environment – as defined in Recital 2 of Regulation (EU) No 691/2010.


5.3 Other regional coordination projects

Within the frame of Regional co-operation (which has begun in range with the OLDI implementation) the activities to facilitate interoperability and compliance with Regulation (EC) N° 552/2004 on Interoperability of the European Air Traffic Management network and to implement all the requirements of Regulations (EC) 1032/2006 and 633/2007 (with relevant amendments) are ongoing.

The development of a controlled, safe, expeditious and mutually satisfactory working arrangements at consolidated projects management, technical (synchronization of activities related to COM/IT infrastructure deployment) and operational levels for traffic operating to/from Kaliningrad and Minsk is carried out. Regional meetings embrace such scopes as lessons learnt and best practices as well.


Chapter 6 - ESSIP Objective Implementation

Conventions

Two colour codes are used for each ESSIP Objective ‘box’:

o one colour code is used to show the Objective Scope in the Objective ID cell, and

o another colour code is used to show the Objective Progress in the State and for each national stakeholder.

Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-State SloAs) Obj. Progress (**)

State’s high level progress statement State Impl. Date

REG (By:mm-yyyy) REG high level progress statement

APO. Progress (**)

APO Impl. Date

ASP (By:mm-yyyy) ASP high level progress statement

ASP. Progress (**)

ASP Impl. Date

MIL (By:mm-yyyy) MIL high level progress statement

MIL. Progress (**)

MIL Impl. Date

APO (By:mm-yyyy) APO high level progress statement

APO. Progress (**)

APO Impl. Date

(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code:

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late

AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2018)

[IDP] [Essential]

Planned

OI Step(s): AOM‐0202 [E], AOM‐0301 PANSA and the Polish Air Force have started to work on the OAT/GAT harmonization process. Currently, the agreed process contains OAT procedures in controlled airspace. PANSA will soon start the agreement with other military control area users.

12/2016

REG (By:12-2018)

The legislation is now only at the level of proposal and not endorsed as national regulation yet.

Planned 12/2015

ASP (By:12-2018)

PANSA and the Polish Air Force have started to work on the OAT/GAT harmonization process. Currently, the agreed process contains OAT procedures in controlled airspace. In accordance with OAT/GAT harmonization, PANSA have implemented new coordination procedures between ACC GAT and ACC OAT

Planned

12/2015

MIL (By:12-2018)

PANSA and the Polish Air Force have started to work on the OAT/GAT harmonization process. Military have no EAD terminal but have access to EAD through an agreement with PANSA at national level (Notam by MIL are fed to civil AIS and thus available through EAD). Common AIP covers the Military aspects and needs based on the AIRAC cycle.

Planned

12/2016


AOM19 Implement Advanced Airspace Management (By:12/2016) [IDP]

[Essential] Planned

OI Step(s): AOM‐0201, AOM‐0202 [E], AOM‐0205 [E], AOM‐0401 [E], DCB‐0203 [E]

There is a collaborative civil‐military airspace planning. 12/2015

ASP (By:12-2015) There is a collaborative civil‐military airspace planning.

Planned

12/2015

MIL (By:12-2015) There is a collaborative civil‐military airspace planning.

Planned

12/2015

AOM20 Implement ATS Route Network (ARN) ‐ Version 7 (By:10/2013)

[Essential] Completed

OI Step(s): AOM‐0205 [E], AOM‐0401 [E], AOM‐0402, AOM‐0504 [E], AOM‐0801 [E], AOM‐0802 [E]

The development of ARN V7 started in October 2009. Proposals will be implemented as soon as possible within the ARN V7 timescales.

10/2013

ASP (By:10-2013)

The ARN Version‐7 contains packages of airspace proposals scheduled for implementation for the Summer seasons 2011‐2014

Completed

10/2013

MIL (By:10-2013) ‐

Not

Applicable

‐

AOM21 Implementation of Free Route Airspace (By:12/2017) [IDP]

[Essential] Planned

OI Step(s): AOM‐0401 [E], AOM‐0402

Implementation of Free Route Airspace in FIR Warszawa is divided into several steps: I phase ‐ Free Route Like (set of DCTs)‐Night DCTs (2009 ‐ 2016),‐Weekend DCTs (2010‐2016),‐H24 DCTs, (2015‐2016) II phase ‐ Full Free Route Airspace (planned implementation 2016‐2017) ‐In TOP sectors,‐In TOP and MID sectors, First phase of implementation of Free Route Airspace in FIR Warszawa is under continues development. Implementation process of the second phase is scheduled to begin in 2015 (Q2).

12/2017

REG (By:12-2017) CAA will exercise its role upon phase II implementation.

Planned

12/2017

ASP (By:12-2017)

Implementation of Free Route Airspace in FIR Warszawa is divided into several steps: I phase ‐ Free Route Like (set of DCTs)‐Night DCTs (2009 ‐ 2016),‐Weekend DCTs (2010‐2016),‐H24 DCTs, (2015‐2016) II phase ‐ Full Free Route Airspace (planned implementation 2016‐2017)‐In TOP sectors,‐In TOP and MID sectors, First phase of implementation of Free Route Airspace in FIR Warszawa is under continues development. Implementation process of the second phase is scheduled to begin in 2015 (Q2).

Planned

12/2017

MIL (By:12-2017) ‐Military will exercise its role during phase II of implementation

Planned

12/2017

AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013)

Completed

OI Step(s): AO‐0305, AUO‐0701

EPWA - Warsaw

PANSA is the lead for this objective. Latest achievements were a runway basic procedure reducing the runway occupancy time (RoT) and implementation of rapid taxiways. ACE exercises are in progress and aiming for 2010+ for maximum possible implementation of ACE results. The methodology and concept are already implemented. The Action Plan is developed. The Warsaw Tower is currently working exactly according to Eurocontrol ACE guidelines. The changes to meet the action plan are currently developed. The Local ACE team is established.

12/2010

ASP (By:12-2011)

PANSA is the lead for this objective. Please see achievements in the corresponding APO SLoAs.

Completed

12/2010

APO In the period between 16 June and 11 July 2008, PPL and PANSA carried out Completed


(By:12-2011) a research under the ACE programme, which has resulted in 21 EUROCONTROL recommendations. On 07.11.2008, the 21 recommendations aimed at improving capacity, reducing delays and enhancing security/safety were presented to PANSA President and PPL Director.

12/2010

AOP03 Improve runway safety by preventing runway incursions (By:12/2013)

Completed

OI Step(s): AO‐0101

The Regulation on the establishment of runway incursion Teams was issued on May 2004 by the President of Civil Aviation Office. Dedicated teams for prevention of runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszów, Lodz and Bydgoszcz. The main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Incursion. Runway incursions are collected at TWRs and classified according to categories. It is the same process for local TWRs. Meetings are held every 2 months and upon specific request by any party involved. The processing of every incident gives way to immediate curative actions and also specific preventive actions. As an example, some latest actions generated the appearance of new horizontal signs on most critical taxiways. The SMS at Warsaw Chopin Airport has been certified. 200 items were reviewed by the CAA. The validity period of the certificate is to become 3 years (items reviewed include Apron management and "Runway Incursions" inspections). 4 airport certification inspections were carried out in 2008 (Bydgoszcz, Lodz, Poznan, Wroclaw). As Military Air Traffic Control Service (aerodrome control, approach control, and precision approach control) is provided solely to military aircraft, they are not fully compliant with ICAO requirements. So the objective is not applicable to Military.

12/2009

REG (By:12-2013)

The Regulation on the establishment of a runway incursion Team was issued on May 2004 by the President of Civil Aviation Authority.Dedicated teams for prevention of runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszów, Lodz and Bydgoszcz. The main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Incursion. Apron management and "Runway Incursions" inspections are conducted during aerodromes certification processes. 4 airport certification inspections were carried out in 2008 (Bydgoszcz, Lodz, Poznan, Wroclaw).

Completed

12/2009

ASP (By:12-2013)

Dedicated teams for prevention of runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszów, Lodz and Bydgoszcz. The main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Incursion.

Completed

12/2009

MIL (By:12-2013)

MIL airports are not used by civil traffic except on exceptional and rare cases. MIL traffic using civil airports are considered as GAT. The European Action plan is translated in Polish and distributed. It is considered by Military authorities as "Recommendations" and has no obligatory status.

Not

Applicable

‐

APO (By:12-2013)

Dedicated teams for prevention of runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszów, Lodz and Bydgoszcz. The main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Incursion. Runway incursions are collected at TWRs and classified according to categories. It is the same process for local TWRs. Meetings are held every 2 months and upon specific request by any party involved. The processing of every incident gives way to immediate curative actions and also specific preventive actions. As an example, some latest actions generated the appearance of new horizontal signs on most critical taxiways. The SMS at Warsaw Chopin Airport has been certified. Additional provisions (Precise layout and airport registration) are however needed to cover for the Airport new Terminal context, as part of on‐going improvements. A comprehensive certification audit at Warsaw Chopin Airport was undertaken in 2008. 200 items were reviewed by the CAO. The validity period of the certificate is to become 3 years (items reviewed include Apron management and "Runway Incursions" inspections).

Completed

12/2009


AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 (By:12/2011)

[Essential] Late

OI Step(s): AO‐0201 [E]

EPWA - Warsaw

This project will be implemented at the Warsaw Airport ‐ EPWA ‐ in cooperation PANSA and PPL. The project assumes that the A‐SMGCS system level 1 and 2 will be implemented. Currently those organizations are preparing the inquiries for the public procurement. Call for tender is planned for the third quarter of 2014, and start of operational use is planned at the end of 2015.

11/2015

REG (By:12-2010)

A SMGCS project has started in PANSA for the Warsaw Airport, with appropriate working group arrangements and cooperation with PPL. The LOT company is also associated to adequate project activities.

Late

12/2014

ASP (By:12-2011)

A SMGCS project has started in PANSA for the Warsaw Chopin Airport, with appropriate working group arrangements and cooperation with PPL. Other stakeholders company might be associated to adequate project activities. At present work is focused on documentation and preparations for public tender.

Late

11/2015

MIL (By:12-2010) Objective not applicable to Military.

Not

Applicable

‐

APO (By:12-2010)

General Director of Polish Airports State Enterprise appointed a task force to implement the task The preparation, commissioning and launching of the Advanced Surface Movement Guidance and Control System (A‐SMGCS) (Order ref. No ND PPL 54 of 23.5.2008 and No 66 of 12.6.2008). A‐SMGCS project has been suspended for the time being due to high costs.

Late

12/2014

AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2 (By:12/2017)

Planned

OI Step(s): AO‐0102

EPWA - Warsaw

This project will be implemented at the Warsaw Airport ‐ EPWA ‐ in cooperation PANSA and PPL. The project assumes that the A‐SMGCS system level 1 and 2 will be implemented. Currently those organizations are preparing the inquiries for the public procurement. Call for tender is planned for joint implementation of level 1 & 2, while system will be gradually upgraded to Level 2 in the second phase of implementation process.

12/2016

REG (By:12-2017)

The approval of the A‐SMCGS level‐2 for operation is foreseen by the CAA in 2016.

Planned

12/2016

ASP (By:12-2017)

A SMGCS project has started in PANSA for the Warsaw Airport, with appropriate working group arrangements and cooperation with PPL. The LOT company is also associated to adequate project activities. At present work is focused on documentation and preparations for public tender.

Planned

11/2016

APO (By:12-2017)

General Director of Polish Airports State Enterprise appointed a task force to implement the task The preparation, commissioning and launching of the Advanced Surface Movement Guidance and Control System (A‐SMGCS) (Order ref. No ND PPL 54 of 23.5.2008 and No 66 of 12.6.2008). A‐SMGCS project has been suspended for the time being due to high costs.

Planned

11/2016


AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2016)

[IDP]

[Essential] Planned

OI Step(s): AO‐0501 [E], AO‐0601 [E], AO‐0602 [E], AO‐0603 [E], DCB‐0301 [E], DCB‐0302 [E]

EPWA - Warsaw

The CDM project Kick‐off meeting took place on 29 November 2007. The project organisation comprises already a Steering Committee and focal points in the various stakeholders represented PANSA, Warsaw Airport authorities, LOT and handling agents. A gap analysis was performed in April 2008. MoU was agreed and signed in March 2009 and updated in 2010 by all involved partners. Full implementation and operations is foreseen for Q2 2015.

06/2015

ASP (By:01-2016)

The CDM project Kick‐off meeting took place on 29 November 2007. The project organisation comprises already a Steering Committee and focal points in the various stakeholders represented PANSA, Warsaw Chopin Airport authorities, LOT and handling agents. A gap analysis was performed in April 2008. MoU was agreed and signed in March 2009 and updated in 2010 by all involved partners. Full implementation and operations is foreseen for Q2 2015. CDM training have been organised for relevant Airport and ATC Staff by IANS.

Planned

06/2015

MIL (By:01-2016)

Not applicable to Military as they do not provide services at Warsaw Chopin Airport.

Not

Applicable

‐

APO (By:01-2016)

General Director of Polish Airports State Enterprise appointed a task force to launch and implement the Airport Collaborative Decision Making (A‐CDM) i.e. to improve efficiency of Warsaw Chopin airport performance

Planned

06/2015

ATC02.2 Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 (By:01/2013)

[Essential] Late

OI Step(s): CM‐0801 [E]

The CAA approved EUROCONTROL STCA Specifications New ATM system with enhanced safety‐nets capabilities is running since November 2013. PANSA developed company policy for safety nets and assigned staff responsible for its maintenance and improvement.

06/2014

REG (By:01-2013) The CAA approved EUROCONTROL STCA Specifications ‐ level 2

Completed

06/2009

ASP (By:01-2013)

STCA capabilities in the new system are upgraded compared to the old one. Initial training of ATCOs completed before operational start‐up of the new ATM system in November 2013. Compliance review and further update of training materials based on gathered experience with the new system is scheduled in 6 months

Late

06/2014

MIL (By:01-2013) Military do not provide ATC service to Civil flights.

Not

Applicable

‐

ATC02.5 Implement ground based safety nets ‐ Area Proximity Warning ‐ level 2 (By:12/2016)

[Essential] Partly

Completed


New ATM system with enhanced safety‐nets capabilities is running since November 2013. PANSA developed company policy for safety nets and assigned staff responsible for its maintenance and improvement

06/2014

ASP (By:12-2016)


Partly

Completed

06/2014


Not

Applicable

‐


ATC02.6 Implement ground based safety nets ‐ Minimum Safe Altitude Warning ‐ level 2 (By:12/2016)

[Essential] Partly

Completed



06/2014

ASP (By:12-2016)


Partly

Completed

06/2014


Not

Applicable

‐

ATC02.7 Implement ground based safety nets ‐ Approach Path Monitor ‐ level 2 (By:12/2016)

[Essential] Planned


APM is a functional element of MSAW which is implemented in the new ATM system Pegasus_21. The full implementation will be achieved by the end 2013.

12/2016

ASP (By:12-2016)

APM is a functional element of MSAW which is implemented in the new ATM system Pegasus_21. The full implementation will be achieved by the end 2013.

Planned

12/2016


Not

Applicable

‐

ATC07.1 Implement arrival management tools (By:12/2015)

[Essential] No Plan

OI Step(s): TS‐0102 [E]

There is no plan to implement an arrival management tool at Warszawa TMA (operational need for AMAN not yet proven). The ACC has just implemented new procedures for approach.

‐

ASP (By:12-2015)

There is no plan to implement an arrival management tool at Warszawa TMA (operational need for AMAN not yet proven). The ACC has just implemented new procedures for approach.

No Plan

‐

ATC12 Implement automated support for conflict detection and conformance monitoring (By:12/2016)

[Essential] Planned

OI Step(s): CM‐0202 [E], CM‐0203 [E]

CAA approved EUROCONTROL MTCD specifications. MTCD is implemented in the Pegasus system, but its operational context is to be further considered.

12/2015

REG (By:12-2016) The CAA approved EUROCONTROL MTCD specifications.

Completed

11/2013

ASP (By:12-2016)

MTCD is available This is planned as a functionality of the in the new ATM system new PEGASUS_‐21 system. The MTCD will be implemented in Pegasus system but its operational context is to be further considered.

Planned

12/2015

ATC15 Implement, in En‐Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (By:12/2017)

[IDP]

[Essential] No Plan

OI Step(s): TS‐0305 [E]

Currently no plans for Basic AMAN implementation in any of FIR EPWW ADs ‐

REG (By:12-2017) ‐

No Plan

‐

ASP (By:12-2017) ‐

No Plan

‐


ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015)

Planned

Enabler(s): CTE‐S11a

Planned for its timely implementation. No specific training package was developed but all requirements arising from software changes ver 7.0 vs. ver 7.1 are in place in existing training plans and refreshment courses for ATCO.

01/2015

REG (By:12-2015) Planned for its timely implementation.

Planned

01/2015

ASP (By:03-2012)

No specific training package was developed but all requirements arising from software changes ver 7.0 vs. ver 7.1 are in place in existing training plans and refreshment courses for ATCO

Completed

03/2012

MIL (By:12-2015) ‐

Planned

01/2015

ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (By:12/2018)

[IDP]

[Essential] Planned


Formal acceptance by the NSA of the proposed changes related to Electronic Dialogue will take place after its notification.

12/2018

REG (By:12-2018)

Formal acceptance by the NSA of the proposed changes related to Electronic Dialogue will take place after its notification.

Planned

12/2018

ASP (By:12-2018) ‐

Planned

12/2018

COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) (By:12/2014)

[IDP]

Completed

Enabler(s): CTE‐C11a, CTE‐C11b

The PANSA COM strategy foresees the implementation of FMTP in new ATM system PEGASUS_21. 12/2010

REG (By:12-2010)

Poland has implemented Commission Regulation No 633/2007 of 7 June 2007 laying down requirements for the application of a Flight Message Transfer Protocol (FMTP) directly therefore PANSA is obliged to be compliant with requirements the EC Regulation. Migration X.25 data networks to IPv6 will be performed as soon as Pegasus‐21 is implemented.

Completed

12/2010

ASP (By:12-2014)

The PANSA COM strategy foresees the implementation of FMTP in new ATM system PEGASUS_21 and prepare appropriate data networks based on IP v6

Completed

12/2010

MIL (By:12-2014) Military do not provide ATC service to civil flights

Not

Applicable

‐

COM10 Migrate from AFTN to AMHS (By:12/2014)

Planned

Enabler(s): CTE‐C10

The implementation was started in 2010 and will be finished in 2014 (for Basic ATSMHS). 12/2014

ASP (By:12-2014)

AMHS capability and gateway facilities to AFTN are planned as a function of the new AMHS/AFTN system.

Planned

12/2014

MIL (By:12-2014)

AMHS capability and gateway facilities to AFTN are planned as a function of the new AMHS/AFTN system

Planned

12/2014


COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM (By:12/2020)

Planned


PANSA is going to implement VoIP technology in the different components of the ATM COM domain (Ground radio stations ‐ VCS and VCS ‐ VCS). The implementation is foreseen based on EUROCAE standards.

12/2018

REG (By:12-2018)

Implementation of Voice over IP (VoIP) will be proceeded by CAA‐s formal approval of the proposed change.

Planned

12/2018

ASP (By:12-2020)

PANSA is going to implement VoIP technology in the different components of the ATM COM domain (Ground radio stations ‐ VCS and VCS ‐ VCS). The implementation is foreseen based on EUROCAE standards. CAO acquainted with the PANSA‐s Strategic plan. Additional investment plan which is the basis for long‐term PANSA‐s Plan, are associated with the implementation of ESSIP objectives. Implementation of the investment for which procurement procedure are carried out, will provide VoIP for EPWA

Planned

12/2016


Not

Applicable

‐

ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements (By:12/2013)

[IDP]

Completed

OI Step(s): AOM‐0701

EPWA - Warsaw

CDA is implemented in P‐RNAVs and the operational implementation took place on the 22 of October 2009 for the Warsaw TMA. Operational implementation of the STAR P‐RNAV procedures took place on the 17 of December 2009. This objective is implemented in 5 additional airports (EPGD, EPKT, EPKK,EPPO,EPWR)

12/2009

ASP (By:12-2013)

Implemented in 2009 for night time traffic and during the day if the traffic patterns allow it.

Completed

12/2009

APO (By:12-2013)

Implemented in 2009 for night time traffic and during the day if the traffic patterns allow it.

Completed

12/2009

ENV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2016)

Planned

OI Step(s): AO‐0703, AO‐0705, AO‐0706

EPWA - Warsaw

Basic noise instrumentation exists. However, after the PPL split, new rules for cooperation need to be established on these issues. PANSA will change procedures and waiting for the CAA opinion.

12/2015

ASP (By:12-2016)

Basic noise instrumentation exists. However, after the PPL split, new rules for cooperation need to be established on these issues.

Partly

Completed

12/2014


Not

Applicable

‐

APO (By:12-2016)

Basic noise instrumentation exists. However, after the PPL split, new rules for cooperation need to be established on these issues.

Planned

12/2015


FCM01 Implement enhanced tactical flow management services (By:12/2006)


OI Step(s): IS‐0102 [E]

PANSA is equipped with CFMU terminals. Provision of flight activations to CFMU is implemented. Supply ETFMS with Standard Correlated Position is planned using Entry Nodes .as function of the new ATM system. MIL has no Service provision role. MIL does not currently have CFMU terminals

12/2013

ASP (By:12-2006)

PANSA is equipped with CFMU terminals. Provision of flight activations to CFMU is implemented. Supply ETFMS with Standard Correlated Position is planned as function of the new ATM system using Entry Nodes. There is no plan for the implementation of other functions.

Completed

12/2013

MIL (By:12-2001)

MIL has no Service provision role. In coordination with PANSA, MIL will buy some CFMU terminal compatible with PANSA standards.PANSA is equipped with CFMU terminals. Provision of flight activations to CFMU is implemented. Supply ETFMS with Standard Correlated Position is planned as function of the new ATMC by 2011. There is no plan for the implementation of other functions.

Not

Applicable

‐

FCM03 Implement collaborative flight planning (By:12/2015) [IDP]

[Essential] Planned

OI Step(s): DCB‐0302 [E], IS‐0101 [E], IS‐0102 [E]

ADEXP processing is implemented in the new ATM system, although supplementary software might still need upgrades before operational implementation of ADEXP MIL has no service provision role for civil traffic and does not currently have CFMU terminals.

12/2013

ASP (By:12-2015)

ADEXP processing is implemented in the new ATM system, although supplementary software might still need upgrades before operational implementation of ADEXP

Planned

12/2013

MIL (By:12-2015)

MIL has no service provision role for civil traffic and does not currently have CFMU terminals.

Not

Applicable

‐

FCM04 Implementation of Short Term ATFCM Measures ‐ phase 1 (By:12/2015)

[IDP]

[Essential] Planned

OI Step(s): DCB‐0205 [E]

Currently PANSA is a member of STAM trials usage, created local procedure of MCP ( Mandatory Cherry Peck) as it was introduce at validated by NMC on trial basis. ACC/FMP key staff will attend a familiarization meeting regarding STAM in NMC EUROCONTROL in January 2014, and planned to introduce STAM trial usage from January 2014.

12/2015

REG (By:12-2015)

Arrangements between CAA and PANSA concerning development and review of the safety argument are underway.

Planned

12/2015

ASP (By:12-2015)

Currently PANSA is a member of STAM trials usage, created local procedure of MCP ( Mandatory Cherry Peck) as it was introduce at validated by NMC on trial basis. ACC/FMP key staff will attend a familiarization meeting regarding STAM in NMC EUROCONTROL in January 2014, and planned to introduce STAM trial usage from January 2014.

Planned

12/2015


FCM05 Implementation of interactive rolling NOP (By:12/2016) [IDP]

[Essential] Planned

OI Step(s): AOM‐0205 [E], DCB‐0102 [E]

Arrangements between CAA and PANSA concerning development and review of the safety argument are underway. PANSA plans to implement the AIXM 5.1 system in 2016

12/2016

REG (By:12-2016)

Arrangements between CAA and PANSA concerning development and review of the safety argument are underway.

Planned

12/2016

ASP (By:12-2016) PANSA plans to implement the AIXM 5.1 system in 2016

Planned

12/2016

MIL (By:12-2016) MIL has no Service provision role.

Not

Applicable

‐

APO (By:12-2016)

EUCAC database is filled with data on the PL Warsaw Okecie, where the data is transferred to the EUROCONTROL within the DDR project

Completed

‐

INF04 Implement integrated briefing (By:12/2012)

Late

OI Step(s): IS‐0201

PANSA has made improvements in this SLoA. Currently PANSA starts a call for tender for the web service with Integrated Briefing functionality. PANSA intends to implement operational version of the integrated briefing level 6 by the end of 2016

12/2016

ASP (By:12-2012)

PANSA has made improvements in this SLoA. Currently PANSA starts a call for tender for the web service with Integrated Briefing functionality. PANSA intends to implement operational version of the integrated briefing level 6 by the end of 2016

Late

12/2016

MIL (By:12-2012)

Not applicable, however it is to be noted that, on their own, the Military cell that provides flight plan information operates a degree of integration with MET providers.

Not

Applicable

‐

ITY‐ADQ Ensure quality of aeronautical data and aeronautical information (By:07/2017)

[Essential] Planned

OI Step(s): IS‐0202, IS‐0204 [E]

Implementation of the objective started and is ongoing. 07/2017

REG (By:07-2017)

Taking into consideration importance of ITY‐ADQ and to monitor and stimulate implementation of EU IR 73/2010, CAA formed in 2011 ADQ Implementation WG consisting of CAA, ADs, Geodetic companies representatives. Our WG meetings take place at least twice a year.

Planned

07/2017

ASP (By:07-2017)

Data quality requirements will be fulfilled after operational implementation of dedicated software, being a part of integrated AIS system used in PANSA.

Planned

07/2017

MIL (By:07-2017)

Data quality requirements are planned to implement to 12/2017. Detailed action and terms depend on central investment plan.

Planned

07/2017

APO (By:07-2017) ‐

Planned

07/2017


ITY‐AGDL Initial ATC air‐ground data link services above FL‐285 (By:02/2015) [IDP]

[Essential] Planned

OI Step(s): AUO‐0301 [E]

Currently PANSA is planning implementation of data link services. Implementation process will start in Q4 2012. Data link services should be operational in FIR EPWW (above FL285) by the end of 2014.

02/2015

REG (By:02-2015)

Poland has implemented Commission Regulation (EC) No. 29/2009 directly. Requirements contained in AGDL regulation related to implementation of the data links will be checked during the process of air‐ground data link services approvals. PEGASUS_21 has the abilities necessary for AGDL to be implemented.

Planned

02/2015

ASP (By:02-2015)

Currently PANSA is planning implementation of data link technical infrastructure and operational procedures. Implementation process will start in Q4 2012. Data link services should be operational by the end of 2014.

Planned

12/2014

MIL (By:-)

Polish Air Force does not have plans to install data link equipment on state transport aircrafts.

Not

Applicable

‐

ITY‐AGVCS2 Implement air‐ground voice channel spacing requirements below FL195 (By:12/2020)

Planned


The implementation of 8.33 kHz is foreseen when the airspace resectorisation will be implement after new ATC system implementation. To the end of 2016 PANSA plans to replace all radio communication equipment in all the towers in the country. Until the end of 2018 it is planned to be ready for implementation 8.33 kHz below FL195.

12/2018

REG (By:12-2018)

The implementation of 8.33 kHz is foreseen when the airspace resectorisation will be implement after new ATC system implementation.

Planned

12/2018

ASP (By:12-2018)

To the end of 2016 PANSA plans to replace all radio communication equipment in all the towers in the country. Until the end of 2018 it is planned to be ready for implementation 8.33 kHz below FL195.

Planned

12/2018

MIL (By:12-2020) ‐

Not

Applicable

‐

APO (By:12-2018)

The conversion requirements of the Regulation do not apply to the Chopin Airport (all radios operating at Chopin Airport use frequencies outside the 117,975‐137 MHz band).

Not

Applicable

‐


ITY‐COTR Implementation of ground‐ground automated co‐ordination processes (By:02/2015)



In the current system Basic OLDI messages are is implemented with basic messages being exchanged with all neighbouring ACC at the exception of Kaliningrad. In the new Pegasus system is ready to exchange also other all OLDI messages (not yet operationally used with any partner) will be implemented. Military have one civil working position directly connected to the civil control centre

12/2013

REG (By:12-2012)

Implementation of Pegasus_21 met the requirements of Regulation 1032/2006. CAA decision on approval of new system has been communicated to ANSP concerned.

Completed

12/2013

ASP (By:02-2015)

In the current system OLDI is implemented with basic messages being exchanged with all neighbouring ACC at the exception of Kaliningrad. In the new ATM system is ready to support more advanced features, although the scope of possible enhancements is yet to be confirmed by surrounding partners. Pegasus system all OLDI messages will be implemented.

Completed

12/2013

MIL (By:12-2012)

Military have one civil working position directly connected to the civil control centre

Not

Applicable

‐

ITY‐FMTP Apply a common flight message transfer protocol (FMTP) (By:12/2014)

[IDP]

Partly

Completed

Enabler(s): CTE‐C11b

There is an agreed Communication strategy for PANSA. The objective is well planned but linked to the implementation of the new ATM system (Pegasus 21), which is scheduled past the objective deadline date. PANSA will implement TCP/IP interfaces to support flight data exchange in the new ATM system. PANSA and the Military have started discussions.

12/2014

REG (By:12-2014)

SES Implementing Rule on flight message transfer protocol has been published in Official Journal EU. CAA have enforced IR on FMTP directly.

Partly

Completed

12/2014

ASP (By:12-2014)

There is an agreed Communication strategy for PANSA. The objective is well planned but linked to the implementation of the new ATMC system (Pegasus 21), which is scheduled past the objective deadline date. PANSA will implement TCP/IP interfaces to support flight data exchange in the new ATMC system by 2013. PANSA and the Military have started discussions.

Completed

12/2013


Not

Applicable

‐

ITY‐SPI Surveillance performance and interoperability (By:12/2019)

Planned

The requirements are already implemented in cases when surveillance data is transferred to other ANSP and will as well be implemented in case of new surveillance data exchange. New military aircrafts are equipped with Mode S Surveillance equipment. Plans for remaining aircrafts to equip them with Mode S Elementary Surveillance equipment are accepted

12/2019

REG (By:12-2013)

CAA will verify that the necessary safety assessments for systems identified in Regulation 1207/2011 Art. 2.1 (b), (c), (d) were conducted and will review the safety assessment reports before their acceptance. The decision will be communicated to ANSP concerned.

Late

12/2014

ASP (By:02-2015)

The requirements are obvious and are already implemented in cases when surveillance data is transferred to other ANSP and will as well be implemented in case of new surveillance data exchange

Planned

12/2014

MIL (By:12-2019)

New aircrafts are equipped with Mode S Surveillance equipment. Plans for remaining aircrafts to equip them with Mode S Elementary Surveillance equipment are accepted.

Planned

12/2019


NAV03 Implementation of P‐RNAV (By:12/2012)


OI Step(s): AOM‐0601 [E]

PANSA implemented P‐RNAV SID & STARS within TMA Warszawa on the 17 of December 2009. PANSA also planned P‐RNAV implementation in other airports (EPGD, EPPO, EPKK). There is no MIL Air traffic Controller controlling civil traffic under MIL command, so the other actions are "Not applicable". MIL ATCOs servicing civil traffic under PANSA Management are trained. All new military aircraft will be RNAV‐equipped.

12/2009

REG (By:01-2005) The SLoAs are completed.

Completed

12/2007

ASP (By:12-2012)

PANSA implemented P‐RNAV SID & STARS within TMA Warszawa on the 17 of December 2009. PANSA also planned P‐RNAV implementation in other airports (EPGD, EPPO, EPKK).

Completed

12/2009

MIL (By:12-2012)

There is no MIL Air traffic Controller controlling civil traffic under MIL command, so the other actions are "Not applicable". MIL ATCOs servicing civil traffic under PANSA Management are trained. All new military aircraft will be RNAV‐equipped.

Completed

12/2010

NAV10 Implement APV procedures (By:12/2016) [IDP]

[Essential] Planned

OI Step(s): AOM‐0602‐A [E], AOM‐0602‐B [E]

In 2013 PANSA was designed APV procedures for the Airport in Katowice. To the end of 2015 PANSA will design and publish procedures for all 13 airports with IFR runways.

12/2015

REG (By:04-2016)

The EASA AMC.20‐27 was translated and published on CAA website. EASA AMC 20‐28 is still under development.

Completed

12/2013

ASP (By:12-2016)

In 2013 PANSA was designed APV procedures for the Airport in Katowice. To the end of 2015 PANSA will design and publish procedures for all 13 airports with IFR runways.

Planned

12/2015

MIL (By:12-2016) Military plan to equip aircraft and train aircrews

Planned

12/2016

SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements (By:12/2011)

Completed

PANSA is aware and familiar with ESP activity in the field. Airspace infringement occurrences are collected and analysed, to reduce the risk to aircraft operations.

12/2012

REG (By:12-2011)

The monitoring of the implementation of planned airspace infringement risk reduction measures is ongoing. The official procedure for adoption of changes in airspace structure including consultation with all stakeholders has been adopted by President of CAA. Airspace infringements are monitored by ECCAIRS tool and national safety improvements priorities are established during annual safety conference

Completed

12/2012

ASP (By:12-2011)

PANSA is aware and familiar with ESP activity in the field. Airspace infringement occurrences are collected and analysed, to reduce the risk to aircraft operations.

Completed

12/2010


Not

Applicable

‐


SAF11 Improve runway safety by preventing runway excursions (By:01/2018)

Planned

‐ 01/2018

REG (By:01-2018)

CAA will exercise its role due to the foreseen timetable, on the basis of information from stakeholders.

Planned

01/2018

ASP (By:12-2014) ‐

Planned

12/2014

MIL (By:01-2018) ‐

Not

Applicable

‐

APO (By:12-2014) ‐

Planned

09/2014


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Point for Poland POLISH AIR NAVIGATION SERVICES AGENCY

Mrs Dorota FORYSIAK

LSSIP Focal Point for CAA CIVIL AVIATION AUTHORITY Mr Dariusz WOJTASIK

LSSIP Focal Point for PAF POLISH AIR FORCE Col. Jarosław LACH

LSSIP Contact Person for Poland EUROCONTROL Mrs Ingrid FEIJT

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL EIPR Objective Coordinator

National Stakeholder Specialist(s)

AOM13.1 R. BUCUROIU, O. MROWICKI, E. REUBER

A. DYBOWSKA Bogdan Suwała - PANSA

AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA Jacek WYRWICH - PANSA

AOM20 R. BUCUROIU A. DYBOWSKA Filip SOSIN - PANSA

AOM21 R. BUCUROIU A. DYBOWSKA Filip SOSIN - PANSA

AOP01.2 P. ADAMSON P. VRANJKOVIC Krzysztof KALAMAN – PANSA

AOP03 S. LAWRENCE P. VRANJKOVIC Krzysztof KALAMAN – PANSA

AOP04.1 P. ADAMSON P. VRANJKOVIC Jarosław NIEWIŃSKI - PANSA

AOP04.2 P. ADAMSON P. VRANJKOVIC Jarosław NIEWIŃSKI - PANSA

AOP05 P. ADAMSON P. VRANJKOVIC Rafał MARCZEWSKI – PANSA

ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT Kacper Walczak - PANSA




ATC07.1 P. CONROY, P. TERZIOSKI L. DELL’ORTO Kacper Walczak - PANSA

ATC12 P. TERZIOSKI L. DELL’ORTO Kacper Walczak - PANSA

ATC15 P. CONROY, P. TERZIOSKI L. DELL’ORTO Kacper Walczak - PANSA

ATC16 S. DROZDOWSKI L. DELL’ORTO Kacper Walczak - PANSA

ATC17 S. MORTON L. DELL’ORTO Kacper Walczak - PANSA

COM09 L. POPESCU O. ALFARO Maciej DĄBROWSKI - PANSA

COM10 Y. EYUBOGLU A. KOKONA Maciej DĄBROWSKI - PANSA

COM11 L. POPESCU A. KOKONA Bartłomiej KOCOT - PANSA

ENV01 P. ADAMSON B. HILL Jarosław NIEWIŃSKI - PANSA

ENV02 S. MAHONY, A. WATT B. HILL Witold PIECHOTA - APO

FCM01 H. KOOLEN O. CIOARA Kacper Walczak - PANSA

FCM03 S. SMIDT O. CIOARA Kacper Walczak - PANSA

FCM04 M. RICHARD O. CIOARA Włodzimierz SALWA - PANSA

FCM05 N. AGACDIKEN O. CIOARA Włodzimierz SALWA - PANSA


ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL EIPR Objective Coordinator

National Stakeholder Specialist(s)

INF04 P. MATERN A-P. FRANGOLHO Rafał BRANDYS - PANSA

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Rafał BRANDYS - PANSA

ITY-AGDL S. DISSING A. KOKONA Rafał Cichocki – PANSA

ITY-AGVCS2 TBD O. ALFARO Rafał Cichocki – PANSA

ITY-COTR S. MORTON L. DELL’ORTO Kacper Walczak - PANSA

ITY-FMTP L. POPESCU O. ALFARO Maciej DĄBROWSKI - PANSA

ITY-SPI M. BORELY A-P. FRANGOLHO Dariusz JASIŃSKI - PANSA

NAV03 F. PAVLICEVIC A. KOKONA Andrzej KRÓL-PANSA

NAV10 R. FARNWORTH A. KOKONA Andrzej KRÓL - PANSA

SAF10 S. LAWRENCE I. FEIJT Mariusz KRZYŻANOWSKI -PANSA

SAF11 S. LAWRENCE I. FEIJT Mariusz KRZYŻANOWSKI -PANSA

SRC-CHNG M. DEBOECK A. DYBOWSKA

SRC-RLMK M. DEBOECK A. DYBOWSKA

SRC-SLRD M. DEBOECK A. DYBOWSKA


Annex B – National Stakeholders Organisation Charts

Annex B1- Organizational Structure of Civil Aviation Authority

Plenipotentiary responsible for

the Quality Management

Personnel Licensing

Department

Regional Branches’ Bureau

Vice President for Aviation Standards

Vice President for Air Transport Affairs

Aviation Technical

Department

Civil Aviation Security and Facilitation Department

Commission on Passenger Rights

Aerodromes Department

Director’s General Office

Internal Audit Post

Flight Operation Department

Director General

PRESIDENT

Classified and Personnel Data Protection Post

Defence Affairs Bureau

President's Bureau

Air Navigation Department

Legal Department

Occupational Health nad

Safety

Air Transport Department

Secretariat

Secretariat Secretariat

Secretariat


Annex B2- PANSA

Polish Air Navigation Services Agency was set up under the Act of 8 December 2006 and started its activity on the 1st of April 2007. Agency’s ongoing activity is supervised by the President of the Civil Aviation Authority under the provision of the Act of 3 July 2002 – the Aviation Law. The separation of PPL and ARL (PATA), has allowed better implementation of their tasks, and transparent financial and operational relations. It has also helped actively develop PANSA and make it more efficient in the European market. By way of establishing the new Agency, Poland met the international obligations of its accession to EUROCONTROL. PANSA performs its functions under the authority of the minister of Infrastructure.

Organizational Structure of Polish Air Navigation Services Agency

President of PANSA

Vice -President

of Air Navigation

Vice -President of Finance and Administration

Director

Administration

Bureau

Director

Finance Bureau

Chief Accountant

Director ATM/CNS Personnel Training and Development Bureau

Director Development and Implementation

Bureau

Director Air Traffic Safety Management and Services Quality Bureau

Air Traffic Management and Security Service

Plenipotentiary for Management

Legal Service Unit

Internal Control and Audits Department

Occupational Safety and Health Department

Director

Air Traffic Services Bureau

Director

Airspace Management and Operations

Planning Bureau

Director

Technical Services Bureau

Planning and Strategic Analyses Department

Business Activity Development Department

Plenipotentiary for Integrated Management

System

Public Procurement Department

Head of Operational Military Affairs

Department


Annex B3- POLISH AIR FORCE COMMAND

Military Air Traffic Service Office of

Polish Armed Forces

CommanderPolish Air Force

Air Force Command Office

Legal Department

Flight Safety Department

Economic & Finance Department

Press Department

Confidential Security Department

Health Department

Chief of Training

Chief of Staff - Deputy Commander

Air Force Operations Department

Personnel Departament

Command & Liaison Department

Coordination Branch

EW & Recon Department

Air Force Development & Planning

Department

Search And Rescue Branch (SAR)

Logistics Branch

Chief of Radar Forces

Training Department

Chief of Air Forces

Chief of Air Defense


Annex C – Glossary of Abbreviations ACSS Air Control Surveillance Service of Lower Airspace (SNRLs - Pol).

BALTINT Baltic Integration Project

BANC Baltic Air Navigation Committee

CAA Civil Aviation Authority

IMGW Institute of Meteorology and Water Management

MATSO Military Air Traffic Service Office of Polish Armed Forces

MATZ Military Aerodrome Traffic Zones

MoD Ministry of Defence

NSA National Supervisory Authority

OH&S Occupational Health and Safety

PAF Polish Air Forces

PAFFSO Polish Armed Forces Flight Safety Office

PANSA Polish Air Navigation Services Agency

PATA Polish Air Traffic Agency (since 1.04.2007r. PANSA)

PPL “Polish Airports” State Enterprise –Warsaw Chopin Airport

PRANET PANSA RAdar NETwork

QMS Quality Management System

SAR Search and Rescue

SCAAI State Commission of the Aircraft Accident Investigation