lssip 2018 - germany · ulrich-martin stiehl. director airport division (lf 15) dfs deutsche...

EUROCONTROL

Level 1 - Implementation Overview

LSSIP 2018 - GERMANYLocal Single Sky ImPlementation

25 YEARS

of ATM Implementation Reportingin Europe

LSSIP Year 2018 Germany Released Issue

Document Title LSSIP Year 2018 for Germany

Infocentre Reference 19/02/05/19

Date of Edition 14/06/2019

LSSIP Focal Point Ralf Reiser – [email protected]

LSSIP Contact Person Jorge Pinto – [email protected]

Status Released

Intended for Agency Stakeholders

Available in http://www.eurocontrol.int/articles/lssip

Reference Documents

LSSIP Documents https://www.eurocontrol.int/articles/lssip

LSSIP Guidance Material https://www.eurocontrol.int/articles/lssip Master Plan Level 3 – Plan Edition 2018

https://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-plan

Master Plan Level 3 – Report Year 2018

https://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-report

European ATM Portal https://www.eatmportal.eu and https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor

Acronyms and abbreviations https://www.eurocontrol.int/sites/default/files/content/documents/official-documents/guidance/Glossaries.pdf

National AIP Paper or online publications may be ordered from https://www.eisenschmidt.aero or in pilot shops.

FAB Performance Plan https://www.fabec.eu/performance/performance-plan

mailto:[email protected]

mailto:[email protected]

http://www.eurocontrol.int/articles/lssip

https://www.eurocontrol.int/articles/lssip

https://www.eurocontrol.int/articles/lssip





https://www.eatmportal.eu/working/signin

https://www.atmmasterplan.eu/

https://www.eurocontrol.int/statfor

https://www.eurocontrol.int/sites/default/files/content/documents/official-documents/guidance/Glossaries.pdf


https://www.eisenschmidt.aero/

https://www.fabec.eu/performance/performance-plan


APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2018 document and their signatures confirm the correctness of the reported information and reflect their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan – Edition 2018.

Stakeholder / Organisation Name Position Signature

Federal Ministry of Transport and Digital Infrastructure

Dirk NITSCHKE Director Air Navigation Services Division (LF 17)

Federal Ministry of Transport and Digital Infrastructure

Ulrich-Martin STIEHL Director Airport Division (LF 15)

DFS Deutsche Flugsicherung GmbH

Professor Klaus-Dieter SCHEURLE

Chief Executive Officer

Federal Ministry of Defence

Oberst i.G. Frank BEST Branch Chief Policy on Flight Regulations Air Traffic Management and Flight Safety


DOCUMENT PRODUCTION

The following table shows the experts who have co-ordinated the different contributions, produced and reviewed this LSSIP Document.

Stakeholder / Organisation Name Position Signature

German Military Aviation Authority (LufABw)

Benjamin SEVERIN LSSIP Focal Point German Military

Federal Supervisory Authority for Air Navigation Services (BAF)

André MÜHLIG LSSIP Focal Point German NSA

DFS Deutsche Flugsicherung GmbH

Ralf REISER LSSIP Focal Point DFS (German FP)

EUROCONTROL Agency Jorge PINTO LSSIP Contact Person for Germany


CONTENTS

1. National ATM Environment ............................................................ 9 Geographical Scope ............................................................................................ 9 National Stakeholders ...................................................................................... 16

2. Traffic and Capacity ...................................................................... 30 Evolution of traffic in Germany ........................................................................ 30 ACC Bremen ...................................................................................................... 31 ACC Langen ....................................................................................................... 36 ACC Karlsruhe ................................................................................................... 41 ACC Munich ...................................................................................................... 46

3. Master Plan Level 3 Implementation Report conclusions ............. 51

4. Implementation Projects .............................................................. 52 National projects .............................................................................................. 52 FAB projects ..................................................................................................... 54

5. Cooperation activities .................................................................. 56 FAB Co-ordination ............................................................................................ 56 Regional cooperation ....................................................................................... 56

6. Implementation Objectives Progress ........................................... 60 State View......................................................................................................... 60 Detailed Objectives Implementation progress ................................................ 68

Annexes Specialists involved in the ATM implementation reporting for Germany

National stakeholders’ organisation charts

Implementation Objectives’ links with SESAR, ICAO and DP

Glossary of abbreviations

LSSIP Year 2018 Germany 1 Released Issue

Executive Summary

National ATM Context

Germany (DE) is a member state of the European Union. Germany participates also in all the relevant major international organisations in the field of ATM/ANS, both civil and military.

Civil aviation, including ATS (Air Traffic Services) for civil and military air traffic in Germany, falls under the responsibility of the Federal Ministry of Transport and Digital Infrastructure (MoT, “Bundesministerium für Verkehr und digitale Infrastruktur”). At times of tension or war, this responsibility is to be taken over by the Federal Ministry of Defence (MoD, “Bundesministerium der Verteidigung”). The MoD is nevertheless responsible at all times for ATM at military aerodromes and air defence matters and delegates responsibilities to its subordinate military entities.

The regional civil and military ATS are integrated within the DFS Deutsche Flugsicherung GmbH, the main air navigation service provider in Germany, a state owned company organised under private law.

Military personnel released to the DFS have the same legal status as other DFS staff and are thus subject to civil safety oversight and civil certification.

The Federal Supervisory Authority for Air Navigation Services (BAF, “Bundesaufsichtsamt für Flugsicherung”), an independent federal body subordinate to the MoT, acts as the NSA for Germany. BAF covers all the tasks pertaining to an NSA under the SES regulations. The NSA is fully separated from German ANS providers.

The “Luftfahrtamt der Bundeswehr” (LufABw) is a federal office subordinate to the MoD. LufABw is tasked to set the standards for the provision of military ATS and is acting as the Military Supervisory Authority (MSA) for all military ATS providers in Germany. LufABw and BAF cooperate based on a bilateral written agreement. As agreed between MoT and MoD, a common liaison office has been established and reported to the European Commission.

The German Federal Bureau of Aircraft Accident Investigation (BFU, “Bundesstelle für Flugunfalluntersuchung”) is a federal agency subordinated to the MoT, responsible for the investigation of civil aircraft accidents and serious incidents within Germany.

Based on an interdepartmental agreement between the German MoT and the German MoD from September 1999, the BFU responsibilities were transferred to the Director, Bundeswehr Aviation Safety (GenFlSichhBw, “General Flugsicherheit in der Bundeswehr”, an independent branch within the LufABw) for all accidents and incidents when solely military aircraft are involved. Investigations of accidents and malfunctions involving civil and military aircraft are conducted under the responsibility of the BFU, with participation of the Director, Bundeswehr Aviation Safety.

Specific airspace blocks of the German upper airspace are served by Maastricht Upper Area Control Centre (MUAC) as established under the Maastricht Agreement by the four participating states (Belgium, Germany, Luxembourg and the Netherlands) and EUROCONTROL. MUAC, which is a NL-based ATS and CNS provider, is specifically addressed in its own LSSIP document. The German MoT and NSA participate in the Maastricht Coordination Group (MCG) and the four states NSA Committee, which deal with regulatory and supervisory aspects as regards MUAC in a highly collaborative and coordinated manner.


Traffic and Capacity

The year 2018 was characterised by a traffic increase of 4.0% compared to 2017 within the area of responsibility of DFS (with 3.5% during summer 2018 - from May to October) (Data sources in this summary are NMIR - for traffic - and DFS - for en-route ATFM delays incl. post ops adjustments).

Due to the unpredicted high traffic increase, staff shortages and bad weather conditions during the summer, the en-route Average Delay per Movement (ADM) “all causes” reached 1.64 minutes per flight in 2018 (2.42 min./flight in the summer). The main causes of en-route ATFM delay in the summer season were “ATC Capacity” (49.1%), “Weather” (28.4%), “ATC Staffing” (15.1%) and “Airspace Management” (6.4%). The ACC with the highest share of en-route ATFM delay was Karlsruhe UAC (79.2% for the entire year, 77.4% in the summer).

A network-wide initiative, the so-called NM/4+11 ANSPs Initiative 2018, was set in place from 24 May until 8 November in order to partially off-load the upper airspace and thereby reduce the negative impact of demand/capacity imbalances and the resulting en-route ATFM delay.

The EUROCONTROL Seven-Year Forecast, published in September 2018, predicts a traffic increase of 3.5% for 2019 in Germany compared to 2018, as well as an average annual growth rate of 1.9% between 2018 and 2024 according to the baseline scenario.

DFS expects a traffic growth of 3.2% for the year 2019 within its area of responsibility and an average annual growth rate of 1.8% between 2019 and 2024.

In Bremen ACC, ADM “all causes” reached 0.17 min. per flight in 2018 (0.25 min./flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (56.0%), “Weather” (31.0%), “ATC Staffing” (8.0%) and “Airspace Management” (4.7%). The implementation of the new ATM system iCAS is planned for the winter period 2021/2022; the new Berlin Brandenburg Airport is expected to open in October 2020.

In Langen ACC, ADM “all causes” amounted to 0.49 min. per flight in 2018 (0.78 min./flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (45.9%), “Weather” (28.4%) and “ATC Staffing” (24.7%). The airspace project Langen 2.0 is planned to be implemented by 2023; the implementation of the new ATM system iCAS is scheduled for the winter period 2022/2023.

In Munich ACC, ADM “all causes” amounted to 0.25 min. per flight in 2018 (0.45 min./flight in the summer). “Weather” was the main reason for en-route ATFM delay in the summer (60.1%), followed by “ATC Capacity” (39.9%). A new airspace structure was introduced in the Eastern sector family in 2018; the implementation of the new ATM system iCAS is scheduled for the winter period 2020/2021.

In Karlsruhe UAC, ADM “all causes” amounted to 2.17 min. per flight in 2018 (3.18 min./flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (50.3%), “Weather” (25.4%), “ATC Staffing” (14.9%) and “Airspace Management” (8.0%).


Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that two objectives – AOM19.1 and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases.

The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011-2017) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

Pre-SESAR Implementation

2010 2019 80%

PCP Implementation

2015 2023 36%

Progress per SESAR Key Feature and Phase

The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.

83%

Pre-

SESA

R

84% 79% 79%

10%

74%

10%

Pre-

SESA

R

Pre-

SESA

R

Pre-

SESA

R

PCP

PCP

PCP

PCP

Optimised ATM Network Services

Advanced Air Traffic Services

High Performing

Airport Operations

31%

Enabling Aviation Infrastructure


ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks 0 and 1. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 6.1.

Block 0 2010 2018

74%

Block 1 2015 2022

48%

ATM Deployment Outlook

State objectives

Deployed in 2017-2018: - Enhanced STCA for TMAs [ATC02.9] 100% progress - MTCD & CORA [ATC12.1] 100% progress - AMAN to further en-route [ATC15.2] 100% progress

- ASM Tools [AOM19.1] 100% progress - Mandatory Coordination & Transfer [ITY-COTR] 91% progress - FMTP [ITY-FMTP] 54% progress - NewPENS [COM12] 17% progress

- AMAN to en-route [ATC15.1] 94% progress - Coordination and transfer [ATC17] 86% progress - Aircraft Identification [ITY-ACID] 92% progress - Surveillance Performance & Interoperability [ITY-SPI] 75% progress - 8,33 kHz below FL195 [ITY-AGVCS2] 55% progress

- Traffic Complexity [FCM06] 60% progress - Free Route Airspace [AOM21.2] 40% progress - Pre-defined Airspace Configurations [AOM19.4] 40% progress - ASM/ATFCM process [AOM19.3] 25% progress - eTOD [INF07] 1% progress - STAM Phase 2 [FCM04.2] 0% progress - Interactive Rolling NOP [FCM05] 0% progress

- RNAV 1 for TMA Operations [NAV03.1] 82% progress - Aeronautical Information [ITY-ADQ] 65% progress - RNP 1 for TMA Operations [NAV03.2] 55% progress - Voice over IP [COM11] 27% progress - Real-Time Airspace Data [AOM19.2] 20% progress - SWIM Yellow TI Profile [INF08.1] 4% progress

By 12/2019 By 12/2020 By 12/2021 2022+


● Airport objectives - EDDF - Frankfurt Airport

Deployed in 2017-2018: /

- A-SMGCS RMCA (former Level 2) [AOP04.2] 50% progress - Airport Safety Nets [AOP12] 28% progress

- Initial Airport Operations Plan [AOP11] 34% progress

- Time-Based Separation [AOP10] 3% progress - Surface Movement Planning & Routing [AOP13] 0% progress

● Airport objectives - EDDL - Düsseldorf Airport

Deployed in 2017-2018: - AMAN [ATC07.1] 100% progress

- A-SMGCS Surveillance (former Level 1) [AOP04.1] 100% progress - A-SMGCS RMCA (former Level 2) [AOP04.2] 43% progress - Initial Airport Operations Plan [AOP11] 43% progress

- Airport Safety Nets [AOP12] 25% progress

- Surface Movement Planning & Routing [AOP13] 0% progress

● Airport objectives - EDDM - München Airport


- Airport Safety Nets [AOP12] 25% progress


- Surface Movement Planning & Routing [AOP13] 0% progress

● Airport objectives - EDDR - Saarbrucken Airport

Deployed in 2017-2018: - Remote Tower [AOP14] 100% progress

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+


● Airport objectives - EDDH - Hamburg Airport



● Airport objectives - EDDN - Nuremberg Airport



● Airport objectives - EDDV - Hannover Airport



● Airport objectives - EDDE - Erfurt-Weimar Airport


- Remote Tower [AOP14] 25% progress

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+


● Airport objectives - EDDC - Dresden Airport


- Remote Tower [AOP14] 10% progress

By 12/2019 By 12/2020 By 12/2021 2022+


Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2018, together with plans for the next years.

Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;

Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2018, which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions;

Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document;

Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;

Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high-level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2018. In addition it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.


1. National ATM Environment

Geographical Scope

International Membership

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

Organisation Since

ECAC November 1955

EUROCONTROL December 1960

European Union January 1958

EASA September 2003

ICAO June 1956

NATO May 1955

ITU January 1966

FABEC June 2013


Geographical description of the FIR(s)

This LSSIP edition covers information about all German UIRs/FIRs, except Hannover UIR.

The German FIRs are: The German UIRs are:

• Bremen FIR • Rhein UIR

• Langen FIR • Hannover UIR

• Munich FIR

Germany FIRs for the lower airspace are surrounded by FIRs of 9 states, namely:

Germany UIRs for the upper airspace are surrounded by UIRs/FIRs of 9 states, namely:

• Copenhagen FIR (Denmark) • Copenhagen FIR (Denmark)

• Sweden FIR • Sweden FIR

• Warsaw FIR (Poland) • Warsaw FIR (Poland)

• Prague FIR (Czech Republic) • Prague FIR (Czech Republic)

• Vienna FIR (Austria) • Vienna FIR (Austria)

• Switzerland FIR • Switzerland UIR

• Reims FIR (France) • France UIR

• Brussels FIR (Belgium) • Brussels UIR (Belgium)

• Amsterdam FIR (The Netherlands) • Amsterdam FIR (The Netherlands)

The FIR is separated from the UIR in flight level FL245.

Hannover UIR is controlled by MUAC. While the division flight level between Maastricht UAC and the Langen ACC / Bremen ACC is FL245, the division flight level between Karlsruhe UAC and Bremen ACC is FL285.

Munich ACC is responsible for the control of flights in Munich FIR to FL245 and in parts of the Rhein UIR to UNL. It is also responsible for Munich FIR and part of Rhein UIR to FL315.

For detailed information about the German FIRs and UIRs, especially their lateral limits and different ATS responsibilities within Rhein UIR, see IFR AIP Germany, Part 2 ENR 2.1.


DE – Lower Airspace - Chart supplied by DFS Aeronautical Information Management

DE – Upper Airspace - Chart supplied by DFS Aeronautical Information Management


Airspace Classification and Organisation

The classification of airspace in Germany is depicted in the diagram below.

Chart supplied by DFS Aeronautical Information Management (AIP VFR ENR 1-1)


ANS Units The chart below shows ANS units in Germany at international and regional airports as well as military airports with civil use and the respective service provider.

Chart supplied by Federal Agency for Cartography and Geodesy; Abbreviations for the chart above see next page


Term Description ACG Austro Control GmbH (Air Navigation Service Provider, Austria)

Airbus Airbus Operations GmbH (Air Navigation Service Provider)

AIS-C AIS-Centre (Aeronautical Information Service Centre)

ATS Air Traffic Services

BAN BAN 2000 GmbH (Air Navigation Service Provider)

BZ Bildungszentrum (Training Centre)

CNS Communication, Navigation and Surveillance

CC Control Centre

DAS DFS Aviation Services GmbH (Air Navigation Service Provider)

DFS Deutsche Flugsicherung GmbH (Air Navigation Service Provider)

DLR GfR Gesellschaft für Raumfahrtanwendungen (GfR) mbH (Air Navigation Service Provider) at Deutsche Zentrum für Luft- und Raumfahrt e. V.

DWD Deutscher Wetterdienst (Air Navigation Service Provider)

ESPA European Service Provider for Airports - ESPA GmbH (Air Navigation Service Provider)

FWW Aeronautical Meteorological Station

LBZ MET Advisory Centre (MAC)

MET Meteorology (Meteorological services for air navigation)

MUAC Maastricht Upper Area Control Centre (Maastricht control centre upper airspace)

Rhein UAC Rhein Upper Area Control Centre (Karlsruhe control centre upper airspace)

RNFG Rhein-Neckar Flugplatz GmbH (Air Navigation Service Provider)

TWR Tower

ATC Units The following table lists the ACCs/UACs/APPs (with associated FIRs/UIRs) in the German airspace. Note that the APP sectors are integrated into the ACCs. The figures for APP are given for the sectors responsible for the "main airports" Berlin, Düsseldorf, Frankfurt, Cologne/Bonn, Munich and en-route sectors with a high share of APP traffic (e.g. Hamburg APP). The number of sectors, as indicated in this table, is the maximum number of control sectors that can be operated simultaneously by the respective unit. The number of opened sectors is stated in the column “remarks”.

The ATC units in the German airspace, which are of concern to this LSSIP are the following:

ATC Unit Number of sectors

Associated FIR(s) Remarks En-route TMA

Bremen (ACC)

12 ENR +

7 APP

The approach sectors are

integrated in the ACC and are regarded as en-route

sectors.

Bremen FIR

En-route: 4 approach sectors in Berlin and the approach sectors Hamburg East, Hamburg West and Hannover. The maximum possible configuration consisted of 19 sectors. Until the opening of the new Berlin airport, both Berlin departure sectors are always combined. The en-route sectors Eider East and Eider West are always combined except in case of military exercises. The maximum number of opened sectors was 18 (incl. Eider East and Eider West).


ATC Unit Number of sectors

Associated FIR(s) Remarks En-route TMA

Langen (ACC)

22 ENR +

10 APP The approach sectors are

integrated in the ACC and are regarded as en-route

sectors.

Langen FIR

En-route: 3 sectors APP Frankfurt, 2 sectors APP Stuttgart, 2 sectors APP Cologne/Bonn and 3 sectors APP Düsseldorf, 3 sectors with predominantly military traffic. The sectors Hamm Low and Hamm Medium (SF 06) were merged from AIRAC 1804 onwards (29/04/2018). The maximum possible configuration consisted of 32 sectors; the sectors Neckar High + Neckar Low were usually combined. The maximum number of opened sectors was 32 (up to 31 sectors simultaneously in the entire ACC).

Munich (ACC)

17 ENR +

4 APP Munich FIR

En-route: 4 sectors APP Munich, 3 sectors with a high share of APP traffic (Franken Low, Thüringen Low and Sachsen Low). The maximum possible configuration consisted of 21 sectors. The maximum number of sectors which were simultaneously opened was 20.

Karlsruhe (UAC)

43 ENR - Rhein UIR

The maximum possible configuration consisted of 43 sectors; the maximum number of sectors which were simultaneously opened was 29.


National Stakeholders

The main National Stakeholders involved in ATM in Germany are:

• Federal Ministry of Transport and Digital Infrastructure, BMVI (MoT, “Bundesministerium für Verkehr und digitale Infrastruktur”) is the state federal authority for civil aviation in Germany. The Directorate General for Civil Aviation (LF) within the MoT is divided into nine divisions with “LF 17 – Air Navigation Services, BAF” being the division/office concerned with the regulatory tasks for air navigation services. The division/office responsible for meteorology and the DWD (Germany’s provider of aeronautical meteorological services) are allocated to the Directorate General for Digital Society Division DG 22.

• Federal Supervisory Authority for Air Navigation Services, BAF (NSA, “Bundesaufsichtsamt für Flugsicherung”), an independent federal body subordinate to the MoT, acts as the NSA for Germany. BAF covers all the tasks pertaining to a NSA under the SES regulations. The NSA is fully separated from German ANS providers. It has been established as the German National Supervisory Authority for Air Navigation Services by Federal Act, effective since August 2009.

• Federal Office of Civil Aviation - Civil Aviation Authority (LBA, “Luftfahrt-Bundesamt”). LBA has been charged by law with certain tasks in German civil aviation. Among others the LBA is responsible for the supervision of aviation industry, public transportation by air and General Aviation as well as licensing of airline transport pilots.

• Federal Bureau of Aircraft Accident Investigation (BFU, “Bundesstelle für Flugunfalluntersuchung”); a federal agency subordinate to the MoT, responsible for the investigation of civil aircraft accidents and serious incidents within Germany.

• German Meteorological Service (DWD, „Deutscher Wetterdienst“); a public institution responsible for the German meteorological service with partial legal capacity under the MoT.

• DFS Deutsche Flugsicherung GmbH; the main Air Navigation Service Provider in Germany, is a company organised under private law owned by the Federal Republic of Germany, responsible for the provision of air traffic control in Germany including the regional military air traffic services.

• Federal Ministry of Defence, BMVg (MoD, “Bundesministerium der Verteidigung”). The MoD is the state federal authority for military aviation in Germany. Within its overall function, MoD delegates responsibilities to its subordinate military entities.

• “Luftfahrtamt der Bundeswehr” (LufABw) is the German Military Aviation Authority (MAA) and has been established in 2015. It is a federal office subordinate to the MoD. LufABw is, besides other functions, tasked to set the standards for the provision of military ATS and is acting as the Military Supervisory Authority (MSA) for military ANSPs in Germany. In this role LufABw has been appointed to the European Commission as ‘military equivalent” to the Federal Supervisory Authority for Air Navigation Services (“Bundesaufsichtsamt für Flugsicherung”).

• The main military Air Navigation Service Providers in Germany are German Air Force Headquarter (GAFHQ, ”Kommando Luftwaffe”), Air Operations Command (“Zentrum Luftoperationen”), Rapid Response Forces Division („Division Schnelle Kräfte”) and Naval Air Command (“Marinefliegerkommando”). Amongst them, GAFHQ takes up a “pilot function”. On their behalf local military ANS units (combined TWR/APP/AIS units with CNS component) provide services at military airfields on the basis of German Aviation Act § 30 (2). This includes the provision of ATS to civil and military air traffic (GAT and OAT) at the airfields and within defined areas of responsibility around the military airfields, covering as well major service provision at jointly military/civil used military airfields. In addition to the provision of local ATS at military airfields, centralised support services are provided by the Air Operations Command (“Zentrum Luftoperationen”) in form of Airspace Management, NOTAM-Service, publication of aeronautical charts and military flight publications and aeronautical navigation.


• Investigations of accidents and malfunctions involving civil and military aircraft are conducted under the responsibility of the BFU, with participation of the Director, Bundeswehr Aviation Safety (GenFlSichhBw, “General Flugsicherheit in der Bundeswehr”), an independent branch within the LufABw.

• Investigations of accidents and incidents involving solely military aircraft are conducted under the responsibility of the Director, Bundeswehr Aviation Safety.

• Bundeswehr Geoinformation Service (BGIS, "Geoinformationsdienst der Bundeswehr"); an institution for meteorological services for military purpose. The Deputy Director of the Bundeswehr Geoinformation Service (Dep Dir BGIS) is acting as Military Supervisory Authority (MSA) for military air weather service.

• Frankfurt, Munich, Berlin Brandenburg and Düsseldorf airports are covered in this LSSIP edition. Furthermore, the Non-PCP airports Hamburg, Hannover, Cologne-Bonn, Nuremburg and Stuttgart are also covered.

Civil aviation, including ATS for civil and en-route services for military air traffic in Germany, is the responsibility of the MoT. In times of tension and war, responsibility for air traffic services is to be taken over by the MoD, which in times of peace also keeps responsibility for ATM services at military aerodromes and for air defence matters. MoT and MoD represent Germany in the EU Single Sky Committee and at the EUROCONTROL Provisional Council.

BAF and LufABw have been reported to the European Commission as the national supervisory authorities for air navigation services. They cooperate by means of a military liaison office on the basis of an undersigned bilateral agreement.

The relationship between the main national stakeholders is depicted in the diagram below.

Detailed organisation charts showing roles and responsibilities of the main German aviation stakeholders (the Federal Ministry of Transport and Digital Infrastructure, the Federal Ministry of Defence, the Federal Supervisory Authority for Air Navigation Services, the German Military Aviation Authority, the Federal Office of Civil Aviation - Civil Aviation Authority, the DFS Deutsche Flugsicherung GmbH, the Deutscher Wetterdienst) are available in Annexes.


Civil Regulator(s)

General Information

Activity in ATM: Organisation responsible Legal Basis

Rule-making German Federal Parliament, Federal Ministry of Transport and Digital Infrastructure (MoT)

German Constitution, Federal Aviation Act

Safety Oversight NSA BAF – Errichtungsgesetz, 29 July 2009 (Organisational Act), relevant EU legislation

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

NSA Luftverkehrsgesetz §§ 58 ff. (Federal Aviation Act) and Luftverkehrs-Ordnung § 44 (Regulation on Aviation)

Verordnung über das erlaubnispflichtige Personal in der Flugsicherung und seine Ausbildung § 46 (Regulation on the Qualification of ATS Personel)

Relevant EU legislation

Airspace MoT Luftverkehrs-Ordnung § 16 f. (Regulation on Aviation)

Economic MoT and NSA * German Constitution and relevant EU legislation BAF – Errichtungsgesetz, 29 July 2009 (Organisational Act)

Environment Federal Ministry for the Environment, Nature Conservation, Building and Nuclear Safety (BMUB)

German Constitution

Security Federal Ministry of the Interior, Building and Community (BMI) in cooperation with MoT NSA

German Constitution, Luftsicherheitsgesetz (Aviation Security Act) Security oversight as an integral element of Commission Implementing Regulation (EU) No 1035/2011

Accident investigation Federal Bureau of Aircraft Accident Investigation (BFU)

Gesetz über die Untersuchung von Unfällen und Störungen in der zivilen Luftfahrt (Act on the Investigation of Accidents and Incidents in Civil Aviation)

* The NSA is responsible for economic oversight over ANS providers. This encompasses establishment and monitoring of performance plans and targets which are adopted by Germany (the MoT).


Regulatory Authorities

The Regulatory Authorities are:

• Federal Ministry of Transport and Digital Infrastructure, BMVI (MoT, “Bundesministerium für Verkehr und digitale Infrastruktur”)

The official website is: https://www.bmvi.de

• Federal Supervisory Authority for Air Navigation Services (BAF, “Bundesaufsichtsamt für Flugsicherung” – German NSA)

The official website is: https://www.baf.bund.de

• Federal Ministry of Defence, BMVg (MoD, “Bundesministerium der Verteidigung”)

The official website is: https://www.bmvg.de

• German Military Aviation Authority (LufABw, “Luftfahrtamt der Bundeswehr“)

The official website is: https://www.luftfahrtamt.bundeswehr.de

• Federal Office of Civil Aviation - Civil Aviation Authority (LBA, “Luftfahrt-Bundesamt”)

The official website is: https://www.lba.de

• Federal Ministry of the Interior, Building and Community (BMI, “ Bundesministerium des Innern, für Bau und Heimat”)

The official website is: https://www.bmi.bund.de

• The 16 States of Germany

Detailed organisation charts showing roles and responsibilities of the Regulatory Authorities are available in Annexes.

Annual Report published: Y The regular reports of the German NSA is published on the following website: https://www.baf.bund.de/DE/BAF/Publikationen/publikationen_node.html

https://www.bmvi.de/

https://www.baf.bund.de/

https://www.bmvg.de/

https://www.luftfahrtamt.bundeswehr.de/

https://www.lba.de/

https://www.bmi.bund.de/

https://www.baf.bund.de/DE/BAF/Publikationen/publikationen_node.html


DFS Deutsche Flugsicherung GmbH, the main ANSP in Germany

Services provided

Governance: Corporatised since 01.01.1993 Ownership: 100% state-owned

Services provided Y/N Comment

ATC en-route Y ACC Bremen, ACC Langen ACC Munich UAC Karlsruhe UIR Hannover is performed by the EUROCONTROL Maastricht UAC (MUAC) based on an international treaty

ATC approach Y All ATC approach sections are integrated in the ACCs.

ATC Aerodrome(s) Y Provided for 16 international airports in Germany

AIS Y

CNS Y DFS is the main CNS service provider. Others are indicated in the listing below.

MET N Provided by DWD (see details further below)

ATCO training Y

Others

Additional information:

Provision of services in other State(s):

Y Letters of Agreement with the neighbouring states Austria, Belgium, Czech Republic, Denmark, France, Luxembourg, the Netherlands, Poland

Annual Report published: Y The Annual Report of DFS is published on the following website: https://www.dfs.de/dfs_homepage/en/Press/Publications

DFS is SES certified since 30.11.2006.

The official website of DFS is: https://www.dfs.de

The organisational chart of DFS is available in Annexes.

Deutscher Wetterdienst DWD

Services provided

Governance: Public institution with partial legal capacity under MoT

Ownership: 100% public authority

Services provided Y/N Comment

MET Y DWD is responsible for meeting the meteorological requirements arising from all areas of economy and society in Germany including aviation purposes

Additional information: Designated in accordance with Article 9 of Regulation (EC) No 550/2004

Provision of services in other State(s):

N

Annual Report published: Y The Annual Report of DWD is published on the following website: https://www.dwd.de/EN/ourservices/annual_reports_dwd/annual_reports_dwd.html The Annual Report for the Aeronautical Meteorological Service at DWD is published on the following website (only in German): https://www.dwd.de/DE/fachnutzer/luftfahrt/teaser/archiv/archiv_node.html

https://www.dfs.de/dfs_homepage/en/Press/Publications

https://www.dfs.de/

https://www.dwd.de/EN/ourservices/annual_reports_dwd/annual_reports_dwd.html

https://www.dwd.de/DE/fachnutzer/luftfahrt/teaser/archiv/archiv_node.html


DWD is SES certified since 14.03.2007.

The official website of DWD is: https://www.dwd.de

The organisational chart of DWD is available in Annexes.

Other ANSPs in Germany

The table below shows the details for the other Air Navigation Services Providers in Germany (as of 31.12.2018):

Provider of Air Navigation Services Regulatory Authority Governance Ownership

Airbus Operations GmbH Aerodrome Control Services for Hamburg-Finkenwerder https://www.airbus.com/

Federal Supervisory Authority for Air Navigation Services (BAF – German NSA) Certificate originally issued by: Federal Ministry of Transport, Building and Urban Development SES certified since 20.06.2007

Private law company 100% owned by Airbus S.A.S. through the Airbus Operations S.A.S.

Austro Control Österreichische Gesellschaft für Zivilluftfahrt mit beschränkter Haftung Aerodrome Control Services https://www.austrocontrol.at/

Federal Supervisory Authority for Air Navigation Services (BAF – German NSA) Certificate originally issued by: Federal Ministry of Transport, Innovation and Technology of Austria (BMVIT) SES certified since 11.12.2006

The Austrian ANS Provider; private law company

100% state-owned (Austria)

BAN 2000 GmbH CNS-Services https://www.ban-2000.de/


Private law company 4.72% per Director of the company (2), 90.56% Integra Holding ApS

DFS Aviation Services GmbH (former The Tower Company GmbH) Aerodrome Control Services https://dfs-as.aero/


Private law company 100% subsidiary of DFS

DLR Gesellschaft für Raumfahrtanwendungen (GfR) mbH CNS Services for Oberpfaffenhofen https://www.dlr.de/gfr/

Federal Supervisory Authority for Air Navigation Services (BAF – German NSA) Certificate issued by: Federal Supervisory Authority for Air Navigation Services (BAF – German NSA) SES Certified since 20.10.2014

Private law company 100% subsidiary of Deutsches Zentrum für Luft- und Raumfahrt DLR e. V.

https://www.dwd.de/


Provider of Air Navigation Services Regulatory Authority Governance Ownership

ESPA GmbH CNS-Services https://www.espa.aero/

Federal Supervisory Authority for Air Navigation Services (BAF – German NSA) Limited Certificate issued by: Federal Supervisory Authority for Air Navigation Services (BAF – German NSA) SES Certified since 01.03.2018

Private law company A number of private individuals (20%, 20%, 60%)

EUROCONTROL Maastricht UAC Upper Area Control in Hannover UIR https://www.eurocontrol.int/muac

The 4 States’ Regulators (BE, NL, LU, DE) Certificate originally issued by: NSA NL SES certified since 08.11.2006

Ratified international convention

Organisational part of an inter-national organisation

Rhein-Neckar-Flugplatz GmbH Aerodrome Control Services for Mannheim http://www.flugplatz-mannheim.de/


Private law company 60.0% Stadt Mannheim Beteiligungsgesellschaft mbH 25.0% State of Baden-Württemberg 8.33% City of Ludwigshafen 6.67% City of Heidelberg

ATC Systems in Use According to the European Regulation No 552/2004 on the Interoperability of the European Air Traffic Management Network, the chapter describes the ATS Systems defined under point 3 of the Regulation (systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems).

DFS operates different ATS systems for each of its centres and towers. The centres are located at Bremen, Langen, Munich and Karlsruhe and serve UAC, ACC and Approach services.

DFS provides Tower Services at 16 locations.

All of these ATS Systems and their complex sub-systems are in a process of constant improvement. Most systems are developed in close cooperation with a variety of different manufacturing companies. For some subsystems DFS is the manufacturer itself. Anyhow, DFS system house and the respective centre and tower branches are always closely involved in the improvement processes of the DFS ATS.

EATMN System Manufacturer Major upgrade Year (Recent and Planned)

1. Systems and procedures for airspace management.

Multiple External Vendors Planned upgrade 2018 to 2021 (Project ASM 2012+, 2020/2021)

2. Systems and procedures for air traffic flow management.

Multiple External Vendors Planned upgrade 2019/2025 (A-CDM)


EATMN System Manufacturer Major upgrade Year (Recent and Planned)

3. Systems and procedures for air traffic services, in particular flight data processing, surveillance data processing and human-machine interface systems.

Multiple External Vendors Major upgrade 2017 (iCAS I) Planned major upgrade 2020 to 2024 (iCAS II) TANGe 2021 to 2025 RTC 2018 to 2022

4. Communications systems and procedures for ground-to-ground, air-to-ground and air-to-air communications.

Multiple External Vendors Major upgrade between 2017 to 2022 (RASUM, ErNoCen, BRISE, GS_2)

5. Navigation systems and procedures. Multiple External Vendors Upgrade between 2018 to 2024 (VOR/DME) Upgrade between 2018 to 2030 (ILS)

6. Surveillance systems and procedures.

Multiple External Vendors Planned Major upgrade 2018 to 2033 (MaRS)

7. Systems and procedures for aeronautical information services.

Multiple External Vendors Major upgrade 2017 to 2024 (EASI, e-EAD, DIAS Web-Service)

8. Systems and procedures for the use of meteorological information.

Multiple External Vendors Upgrade 2017 to 2024

All dates are provisional and remain subject to alteration depending upon business and operational requirements.

Main ANSP part of any technology alliance1 Y DFS, as main service provider in Germany, is part of the iTEC Alliance.

1 Technology alliance is an alliance with another service providers for joint procurement of technology


Airports

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2018 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives.

General information

Germany has a decentralised airport system. Overall, Germany’s 16 international airports account for more than 70% of all flight passengers. Among these airports, there are two hub airports, Frankfurt and Munich.

Frankfurt Airport is Germany’s main hub. Based upon the total number of passengers, Frankfurt is number four in the list of European airports and number 14 worldwide (Airports Council International, 2017).

Munich Airport is Germany’s second hub and number nine in the list of European airports and number 37 worldwide (Airports Council International, 2017).

Düsseldorf Airport has the third largest number of passengers and is number 26 in the list of European airports (Airports Council International, 2017).

The above rankings are based on the total number of passengers according to the ACI Europe Air Traffic Report 2017.

For the Berlin area, all air traffic will flow in the future through the new Berlin Brandenburg Airport. The existing airports in Tegel and Schoenefeld are planned to be closed by then.

The most important instrument for airport planning is the Planfeststellung (planning approval procedure), issued by the authorities of the Federal States (“Bundesländer”). The Federal Government’s Airport Strategy (“Flughafenkonzept der Bundesregierung”, 2009) is based on a combination of hubs, large airports and a number of smaller airports distributed across the country. Airport capacity expansion focuses on the three major airports of Frankfurt, Munich and Berlin.

Most aerodromes in Germany are operated by private law companies with the municipal authorities holding shares in most cases, whereas the Federal States and the government have significantly withdrawn their shares in the past.


Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2018 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives. On this basis the LSSIP for Germany reports on the following airports:

State Code Airport AOP04.1 AOP04.2 AOP05 AOP10 AOP11 AOP12 AOP13 ATC07.1 ENV01 ENV02

DE EDDB Berlin Brandenburg PCP PCP PCP - PCP PCP PCP PCP PCP PCP

DE EDDF Frankfurt Main PCP PCP PCP PCP PCP PCP PCP PCP PCP PCP

DE EDDH Hamburg - - - - nonPCP - - - nonPCP -

DE EDDK Cologne-Bonn - - - - - - - - nonPCP -

DE EDDL Düsseldorf PCP PCP PCP PCP PCP PCP PCP PCP PCP PCP

DE EDDM Munich PCP PCP PCP PCP PCP PCP PCP PCP PCP PCP

DE EDDN Nuremberg - - - - nonPCP - - - nonPCP -

DE EDDS Stuttgart - - - - nonPCP - - - nonPCP -

DE EDDV Hannover - - - - nonPCP - - - nonPCP -

PCP Airport is in list of airports defined in the PCP Regulation

nonPCP Airport is not in list of airports defined in the PCP Regulation

Green Completed

Blue Ongoing

Yellow Late

For more information on the largest airports in this report check their websites:

• Frankfurt Airport (EDDF); official website: https://www.fraport.com/en.html • Munich Airport (EDDM); official website: https://www.munich-airport.com • Düsseldorf Airport (EDDL); official website: https://www.dus.com/en • Berlin Brandenburg Airport (EDDB); official website: https://www.berlin-airport.de/en/index.php

https://www.fraport.com/en.html

https://www.munich-airport.com/

https://www.dus.com/en

https://www.berlin-airport.de/en/index.php


The ownership structure of these airports is as follows:

Airport Name Ownership

Frankfurt Airport Fraport AG (March 2019) 31.31% State of Hesse 20.16% Stadtwerke Frankfurt am Main Holding GmbH 8.44% Deutsche Lufthansa AG 5.02% Lazard Asset Management LLC 35.07% Shares owned by diverse shareholders Source: https://www.fraport.com/en/our-company/investors/the-fraport-

share.html#id_tab__our-company_investors_the-fraport-share_basic-data-shareholder-structure

Munich Airport Flughafen München GmbH (December 2018) 51% Free State of Bavaria 26% Federal Republic of Germany 23% City of Munich Source: https://www.munich-airport.com/company-profile-263193

Düsseldorf Airport Flughafen Düsseldorf GmbH (December 2018) 50% City of Düsseldorf 50% Airport Partners GmbH

40% AviAlliance GmbH 40% Aer Rianta International cpt 20% AviC GmbH & Co. KGaA

Source: https://www.dus.com/dus_en/tochterunternehmen

Berlin Brandenburg International Airport

Flughafen Berlin Brandenburg GmbH (December 2018) 37% State of Berlin 37% State of Brandenburg 26% Federal Republic of Germany Source: http://www.berlin-airport.de/en/company/about-us/organisation/ownership-

structure/index.php

Other airports when identified by the state in an applicability area of an Airport or Environment ESSIP Objective – see Chapter 6. Implementation Objectives Progress.

https://www.fraport.com/en/our-company/investors/the-fraport-share.html#id_tab__our-company_investors_the-fraport-share_basic-data-shareholder-structure__



https://www.munich-airport.com/company-profile-263193

https://www.dus.com/dus_en/tochterunternehmen

http://www.berlin-airport.de/en/company/about-us/organisation/ownership-structure/index.php

http://www.berlin-airport.de/en/company/about-us/organisation/ownership-structure/index.php


Military Authorities

The Military Authorities involved in ATM in Germany are composed of:

• German Air Force Headquarter (GAFHQ, “Kommando Luftwaffe”) • Rapid Response Forces Division („Division Schnelle Kräfte”) • Naval Air Command (“Marinefliegerkommando”) • German Military Aviation Authority (LufABw, “Luftfahrtamt der Bundeswehr”) • Air Operations Command („Zentrum Luftoperationen“)

They report to the Federal Ministry of Defence, Forces Policy I 5. Details to aspects of regulation, service provision and airspace use are outlined below.

An organisational chart depicting the main structure of military ATM in Germany is available in Annexes.

Regulatory role

Regulatory framework and rule-making

OAT GAT

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

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

Y

Level of such legal provision: State Law: - German Aviation Act, para 30 - Regulation for the Bundeswehr: ZV A1-272/2-8901 - Special ATS Directives - Regulation for the Bundeswehr: ZV A1-272/2-8910

Level of such legal provision: - State Law: German Aviation Act, para 30 - Regulation for the Bundeswehr: ZV A1-272/2-8901 - Special ATS Directives - Regulation for the Bundeswehr: ZV A1-272/2-8910

Authority signing such legal provision: - State Law (German Aviation Act, para 30): signed by the Federal President of the Federal Republic of Germany - Regulation for the Bundeswehr (ZV A1-272/2-8901): approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-272/2-8905): approved by the Division Chief 3 LufABw - Regulation for the Bundeswehr (ZV A1-272/2-8910): approved by the Division Chief 3 LufABw - Special ATS Directives: signed by Division Chief 3 LufABw - Regulation for the Bundeswehr (ZV A1-271/1-8901): approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-271/2-8901): approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-271/4-8901): approved by the Director LufABw

Authority signing such legal provision: - State Law (German Aviation Act, para 30): signed by the Federal President of the Federal Republic of Germany - Regulation for the Bundeswehr (ZV A1-272/2-8901): approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-272/2-8905): approved by the Division Chief 3 LufABw - Regulation for the Bundeswehr (ZV A1-272/2-8910): approved by the Division Chief 3 LufABw - Special ATS Directives: signed by the Division Chief 3 LufABw - Regulation for the Bundeswehr (ZV A1-271/1-8901): approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-271/2-8901): approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-271/4-8901): approved by the Director LufABw

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y

OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y

ATCO Training Y ATCO Training Y

ATCO Licensing Y ATCO Licensing Y

ANSP Certification Y ANSP Certification Y

ANSP Supervision Y ANSP Supervision Y


Oversight

Service Provision role

1 The German Military AIP is a Supplementary Volume to the German Aeronautical Information Publication (AIP)

Aircrew Training N ESARR applicability Y

Aircrew Licensing Y

Additional Information: German Military Regulations on the provision of ATS (for OAT and GAT) cover to the widest possible extent civil regulations (ICAO, EU, EUROCONTROL, National), but supplement them by purely military issues, where absolutely required. Certification process in respect to a military QMS according to EU-Regulation No 550/2004 (Common requirements) for military ANSP has been completed in 2014. Recertification process is established.

Additional Information: German Military Regulations on the provision of ATS (for OAT and GAT) cover to the widest possible extent civil regulations (ICAO, EU, EUROCONTROL, National), but supplement them by purely military issues, where absolutely required. Certification process in respect to a military QMS according to EU-Regulation No 550/2004 (Common requirements) for military ANSP has been completed in 2014. Recertification process is established.

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 Y National AIP Y

National Military AIP Y1 National Military AIP Y1

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: Military Publications (FLIP)

Internet Website (https://www.milais.org/)

Y Other: Y

OAT GAT

National oversight body for OAT: The German NSA executes the oversight function to civil ATS providers. The LufABw has taken over the responsibility as Military Aviation Authority (MAA) and executes under the jurisdiction of the MoD the oversight function to military ATS providers.

NSA (as per EU-Regulation No 550/2004) for GAT services provided by the military: ATS-services provided by the Bundeswehr are provided mainly for OAT and only to a minor extent to GAT. Based on EU-Regulation No 550/2004, Art. 7, military service providers in Germany are thus not SES-certified. Oversight function comparable to SES-standards is executed by the LufABw for ATS services (GAT and OAT) provided by the Bundeswehr. Close cooperation between this military supervisory authority and the German Civil NSA (Bundesaufsichtsamt für Flugsicherung) is established by a military liaison office co-located with the civil NSA.

Additional information: Equivalent to the civil NSA, the LufABw acts as national Military Supervisory Authority (MSA)

Additional information: Equivalent to the civil NSA, the LufABw acts as national Military Supervisory Authority (MSA)

OAT GAT

Services Provided: Services Provided:

En-Route N DFS Deutsche Flugsicherung GmbH (for Hannover UIR services are provided by Maastricht UAC)

En-Route N

Approach/TMA Y Approach/TMA Y

Airfield/TWR/GND Y Airfield/TWR/GND Y

AIS Y AIS Y

https://www.milais.org/


Military ANSP providing GAT services SES certified?

Y (see add. Information)

If YES, since: 2014, recertification progress is established

Duration of the Certificate:

4 years

Certificate issued by: Originally by former AFSBw, renewal process established by LufABw

If NO, is this fact reported to the EC in accordance with SES regulations

Additional Information: A formal SES certification is not foreseen by the military. However, Germany will, as far as practicable, ensure that any military facilities open to public use or services provided by military personnel to the public, offer a level of safety that is at least as effective as that required by the essential requirements as defined in Regulation (EC) No 1108/2009.

User role

Flexible Use of Airspace (FUA)

MET Y MET Y

SAR Y SAR Y

TSA/TRA monitoring N DFS Deutsche Flugsicherung GmbH and selected military units (for Hannover UIR services are provided by Maastricht UAC)

FIS Y

Other: Air Weather Services, RAFIS, Alerting Service

Other: Air Weather Services, RAFIS, Alerting Service

Additional Information: Services provided at military airports and in airspaces delegated to the military for approach services by military ANSP.

Additional Information: Services provided at military airports and in airspaces delegated to the military for approach services by military ANSP.

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT X

If Military fly OAT-IFR inside controlled airspace, specify the available options:

Free Routing X Within specific corridors only

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

Within a special OAT route system X Under radar advisory service

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:

No special arrangements X Exemption from Route Charges

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

CNS exemptions: RVSM X 8.33 X Mode S X ACAS X

Others: In minor cases CNS exemptions are specified for a certain type of aircraft, or on basis of an individual exemption request (e.g. Mode S).

Military in DE applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y




2. Traffic and Capacity

Evolution of traffic in Germany

Source: EUROCONTROL Seven-Year Forecast September 2018 (STATFOR) and EUROCONTROL STATFOR Dashboard for actual data for 2018

2018 Traffic in DFS area of responsibility increased by 3.5% during summer 2018 (May to October inclusive), when compared to the same period during 2017.

2019-2024

The EUROCONTROL Seven-Year forecast predicts an average annual increase between 0.6% and 3.1% during the planning cycle, with a baseline growth of 1.9% (each between 2018 and 2024).

2015 A 2016 A 2017 A 2018 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 FH 4.3% 4.7% 4.2% 2.8% 2.1% 2.8% 2.4%B 1.7% 2.1% 3.6% 4.4% 4.1% 3.5% 2.1% 1.6% 1.0% 1.5% 1.6%L 3.9% 2.1% 0.4% 0.3% -0.1% 0.4% 0.6%

ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%2015 A 2016 A 2017 A 2018 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F

H 3399 3559 3708 3810 3890 3998 4093B 3080 3146 3259 3404 3393 3511 3585 3641 3676 3732 3791L 3387 3457 3471 3481 3477 3492 3514

IFR flights yearly growth

Germany

IFR flights (thousands)

Germany

EUROCONTROL Seven-Year Forecast (September 2018)

A = ActualF = Forecast

0

500,000

1,000,000

1,500,000

2,000,000

2,500,000

3,000,000

3,500,000

4,000,000

4,500,000

2014 A 2015 A 2016 A 2017 A 2018 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F

IFR

flig

hts

Germany - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

Germany – Annual IFR Movements

International Dep/Arr

50%

Domestic flights 10%

Overflights 40%

Germany - Distribution (Ref. year 2018)Germany – Distribution (Ref. year 2018)


ACC Bremen

Traffic and en-route ATFM delays 2014-2024

Source: EUROCONTROL SEVEN-YEAR FORECAST SEPTEMBER 2018 (STATFOR), NEST and NMIR for actual data

Performance summer 2018

Traffic Evolution 2018 Capacity Baseline En-route Delay (min/flight) - Summer

Capacity gap Ref value Actual

+ 2.0 % 151 (0%) 0.07 0.25 Yes

The average en-route delay per flight increased from 0.20 minutes per flight in summer 2017 to 0.25 minutes per flight during the same period in 2018. 56% of the delays were due to ATC Capacity, 31% due to weather, 8% due to ATC staffing and 5% due to Airspace management.

Capacity Plan +0% Achieved Comments

Free route airspace: FRA Cell EDWW East Yes

Maximum configuration: 11 ENR + 6 APP Yes 18 sectors opened (the sectors Eider East and Eider West are split in case of military exercises)

Summer 2018 performance assessment

The ACC capacity baseline was assessed to be at 151. During the measured period, the average peak 1 hour demand was 142 and the average peak 3 hours demand was 134.

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 2192 2185 2293 2294 2321Summer Traffic 1839 1864 1927 1973 2013Yearly Traffic 1683 1720 1778 1778 1831Summer Traffic Forecast 2089 2114 2156 2103 2123 2141High Traffic Forecast - Summer 2109 2160 2225 2208 2248 2285Low Traffic Forecast - Summer 2066 2065 2069 2011 2014 2017Summer enroute delay (all causes) 0.11 0.08 0.20 0.20 0.25Yearly enroute delay (all causes) 0.09 0.08 0.13 0.12 0.17

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

Enro

ute

Del

ay (m

inut

es p

er fl

ight

)

IFR

flig

hts

(Dai

ly A

vera

ge)

EDWWACC - Traffic and en-route ATFM delays


Planning Period 2019-2024

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.

Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.

Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.

Summer Capacity Plan

2019 2020 2021 2022 2023 2024

Free Route Airspace

Free Route Airspace: FRA

Cell EDWW East

From FL245, H24 (DCT routings

published in RAD)

Airport & TMA Network Integration

Link AMAN

EDDB – EDMM and EDUU

Link AMAN EDDB – EDYY

Link AMAN EDDB – EPWW

and LKAA

Link AMAN EDDB – EKDK

and ESMM

Link AMAN EDDL – EDWW

Cooperative Traffic Management

AirMagic (ATFM Tool)

Airspace

New airspace structure for new airport Berlin BER

Technical new ATM System iCAS (10/2021-03/2022)

Capacity

Training and Transition for

opening of Berlin Airport


iCAS

Significant Events

New Berlin Airport BER

(October 2020)

ILA Berlin ILA Berlin

ILA Berlin

Potentially available sectors 12 ENR + 7 APP + 2 feeders + 2

12 ENR + 7 APP + 2 feeders + 2




12 ENR + 7 APP+ 2 feeders

En-route ATFM delay breakdownRP2 Reference Values

2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual

En-route ATFM delay breakdownPRB proposal

RP3 Reference Values


Summer Capacity Plan military

positions military

positions military

positions military

positions military

positions + 2 military positions

Sectors at max. configuration


military positions


military positions


military positions


military positions


military positions


military positions

Planned Annual Capacity -1.3% -4.0% 0.7% 3.5% 6.0% 0%

Reference profile Annual % Increase

0% 0% 0% 0% 0% 0%

Difference Capacity Plan v. Reference Profile1

-1.3% -5.3% -4.6% -1.3% 4.6% 4.6%

Annual Reference Value (min) 0.06 0.12 0.09 0.08 0.07 0.07

Summer reference value (min) 0.07 0.13 0.14 0.09 0.08 0.07

Additional information

The sectors Eider East and Eider West are always combined except in case of military exercises. The sectors Berlin Departure North and South will be combined until the opening of the new Berlin airport. 1 This line shows, for each year, the difference between the plan and the reference capacity profile. A negative value indicates a capacity gap.

The cell for each year is colour coded as follows:

Green no capacity gap,

Yellow gap of between 0% and 3%,

Orange gap of between 3% and 5%,

Red gap of more than 5%.

2020-2024: Indicative RP3 Reference Values

The charts below show the average opening of sectors planned for summer 2019, including feeders and military airspaces staffed with DFS ATCOs. Due to variations in traffic demand, the following charts differ between weekdays and weekends:

0

5

10

15

20

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0

Sectors available - Summer 2019 - WD


0

5

10

15

20

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0

Sectors available - Summer 2019 - Saturday

0

5

10

15

20

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0

Sectors available - Summer 2019 - Sunday


2019-2024 Planning Period Outlook

The planned capacity for 2019 (149) is 1.3% lower than the reference capacity profile (151). A slight capacity gap is expected and the en-route delay per flight might exceed the 2019 EU reference value of 0.06 min/flight for Bremen ACC.

Due to the implementation of projects (opening of Berlin Airport and implementation of the new ATM System iCAS) and staff shortages, the performance of the ACC will be impacted and ATFM delays may occur in the timeframe 2020-2022.

The capacity gap should be resolved in 2023 and 2024.

2017 2018 2019 2020 2021 2022 2023 20242019 Reference Capacity Profile

2020-2024 Indicative Reference Capacity Profile 151 151 151 151 151 151

Capacity Profile - Current Routes 151 151 151 151 151 151Capacity Profile - High 151 151 151 151 151 151Capacity Profile - Low 151 151 151 151 151 151Capacity Baseline 151 1512019 - 2024 Plan 149 143 144 149 158 158Capacity Profile - Shortest Routes (Open) 151 151 151 151 151 151

100

110

120

130

140

150

160

170

Capa

city

pro

file

(mov

emen

ts p

er h

our)

EDWWACC - Reference capacity profile and alternative scenarios


ACC Langen






+4.7% 250 (-2%) 0.31 0.77 Yes

The average en-route delay increased from 0.33 minutes per flight in summer 2017 to 0.771 minutes per flight over the summer period in 2018. 46% of the delays were due to the reason ATC Capacity, 29% due to Weather, 24% due to ATC staffing and 1% due to airspace management.

Capacity Plan +1.2% Achieved Comments

AMAN EDDF-EDYY No Planned for Q2 2019

XMAN Düsseldorf Yes

Langen 2.0: SF06 Yes

Maximum configuration: 21 ENR + 11 APP Yes 32 sectors were opened (up to 31 sectors simultaneously in the entire ACC)


The ACC capacity baseline was measured at 250. During the measured period, the average peak 1 hour demand was 268 and the average peak 3 hours demand was 252. 1Figure according to NMIR. Based on DFS data, following post ops adjustment, the actual value for summer 2018 is 0.78.


0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

Enro

ute

Del

ay (m

inut

es p

er fl

ight

)

IFR

flig

hts

(Dai

ly A

vera

ge)

EDGGALL - Traffic and en-route ATFM delays







2019 2020 2021 2022 2023 2024

Free Route Airspace


XMAN DUS Link AMAN EDDL –

EDYY and EDUU XMAN FRA

Link AMAN EDDF – EDYY

XMAN DUS Link AMAN EDDL –

EDWW XMAN FRA

Link AMAN EDDF – LFEE and EBBU

XMAN DUS Link AMAN EDDL

– EBBU and EHAA

XMAN BRU Link EDGG – AMAN EBBR


AirMagic

Airspace

High Transition Operations (HTO) - Phases 1, 2 and 3a

High Transition Operations (HTO) -

Phase 3b1

High Transition Operations (HTO)

- Phase 3b2

Langen 2.0: SF05 and SF10

Langen 2.0: SF01, SF03 and SF05

Langen 2.0: SF02 and SF04

Langen 2.0: Sequencing East

OPT

Night Transitions Cologne

Technical Implementation PSS SF01

new ATM System iCAS

(11/2022-03/2023)

Capacity Training and Transition for

iCAS

Significant Events

Potentially available sectors 22 ENR + 10 APP + 5 feeders + 2 military

positions

20 ENR + 10 APP + 5 feeders + 2 military

positions


military positions


military positions


military positions

20 ENR + 10 APP + 5 feeders

+ 2 military positions


2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual





Sectors at max. configuration 19 ENR + 9 APP + 5 feeders + 2 military

positions

19 ENR + 9 APP + 5 feeders + 2 military

positions


military positions


military positions


military positions


military positions

Planned Annual Capacity -2.0% 0% 0.8% 0% 4% 4.3%


9% 1% 2% 1% 1% 2%


-10.3% -10.9% -11.8% -12.7% -10.5% -8.2%




The fact that 10 APP sectors are counted in this table, in contrast to the previous LSSIP edition, where 11 APP sectors were identified, is due to a different counting method: for the Sector Family 10 (Frankfurt APP), 3 APP sectors and 2 feeders are counted in this table. According to the current planning, the maximum number of opened sectors will not occur simultaneously in all sector families for an entire hour; this is why the maximum sum of sectors shown in the graphs on the next page (34) does not match with the number of sectors at max. configuration shown in this table (19 ENR + 9 APP + 5 feeders + 2 military positions = 35). 1 This line shows, for each year, the difference between the plan and the reference capacity profile. A negative value indicates a capacity gap.







The charts below show the average opening of sectors planned for summer 2019, including feeders and military airspaces staffed with DFS ATCOs. Due to variations in traffic demand, the following charts differ between weekdays and weekends:

0

5

10

15

20

25

30

35

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0



0

5

10

15

20

25

30

35

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0


0

5

10

15

20

25

30

35

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0




The planned capacity for 2019 (245) is below the reference capacity profile (273). Due to the planned implementation of airspace projects (Langen 2.0) and the new ATM System iCAS as well as staff shortages, a capacity gap is expected throughout the entire planning period.




100

150

200

250

300

350

Capa

city

pro

file

(mov

emen

ts p

er h

our)

EDGGACC - Reference capacity profile and alternative scenarios


ACC Karlsruhe






-2.1% 303 (-11%) 0.34 3.18 Yes

The average en-route delay increased from 1.48 minutes per flight in summer 2017 to 3.18 minutes per flight in summer 2018. 51% of the delays were due to ATC capacity, 25% due to weather, 15% due to staffing, 8% due to airspace management and 1% due to the reason other.

Capacity Plan -0.9% Achieved Comments

Free Route Airspace: Cells EDUU West (FL245+) and South (FL315+) 23:30-05:00 (local)

Yes

Free Route Airspace: Cells EDUU North (FL285+) and EDUU East (FL315+), H24 Yes

AMAN EDDM-EDUU (12/2017) Yes

Delay Optimization Trial /4 ACC Initiative Yes

Reduction of sector complexity Yes

CPDLC Increased Operational Usage campaign Ongoing

Long-term recruitment plan Ongoing

Maximum configuration: 27 ENR Yes 29 sectors were opened


The ACC capacity baseline was assessed to be at 303, 11% lower compared to summer 2017. During the measured period, the average peak 1 hour demand was 337 and the average peak 3 hours demand was 321.


0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

0

1000

2000

3000

4000

5000

6000

7000

8000

Enro

ute

Del

ay (m

inut

es p

er fl

ight

)

IFR

flig

hts

(Dai

ly A

vera

ge)

EDUUUAC - Traffic and en-route ATFM delays







2019 2020 2021 2022 2023 2024

Free Route Airspace

Free Route Airspace: Cells

EDUU Central/West/Sout

h (FL245+), H24 (DCT Routings

published in RAD)

Sectorless ATM Step I (Robusto)

Free Route Airspace: Cells

EDUU Central/West/Sout

h (FL245+), H24

Sectorless ATM Step II (Robusto)


Link AMAN EDDL – EDUU

Link AMAN EGLL – EDUU

Link AMAN EGWW – EDUU

Link AMAN LFPG – EDUU

Link AMAN BER – EDUU

Link AMAN LSZH – EDUU

Link AMAN EGSS – EDUU

Link EDUU – AMAN EHAM

Link EDUU – AMAN EBBR


Complexity Management

Tool Implementation

Airspace

Airspace structure for new Berlin

Airport

Erlangen: vertical split into

3 sectors

Procedures

Staffing Long-term recruitment plan

Technical iCAS Phase II Software

Capacity


Implementation Berlin Airport

Training for iCAS

Potentially available sectors 43 ENR 43 ENR 43 ENR 43 ENR 43 ENR 44 ENR


2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual





Sectors at max. configuration1 24 ENR 24 ENR 23 ENR 28 ENR 34 ENR 38 ENR

Planned Annual Capacity -7.9% 9% 8.9% 0% 13% 1.6%


32% 1% 2% 2% 2% 3%

Current Routes Profile % Increase

17% 1% 3% 3% 2% 2%


-30.1% -24.6% -19.9% -21.4% -13.0% -14.0%

Difference Capacity Plan v. Current routes Profile1

-21.0% -14.6% -9.3% -11.7% -1.8% -2.1%




The number of sectors at max. configuration in this table is an estimation. The required training prior to the implementation of future projects (S-ATM, iCAS) has a negative impact on these figures. 1 This line shows, for each year, the difference between the plan and the reference capacity profile. A negative value indicates a capacity gap.







The charts below show the average opening of sectors planned for summer 2019. Due to variations in traffic demand, the following charts differ between weekdays and weekends:

0

5

10

15

20

25

30

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0



0

5

10

15

20

25

30

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0


0

5

10

15

20

25

30

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0




Due to the staffing situation, capacity bottlenecks and high en-route ATFM delay per flight are expected throughout the entire planning period 2019-2024.

From 2020 onwards, new licensed ATCOs shall allow for a gradual increase in capacity.




0

100

200

300

400

500

600

Capa

city

pro

file

(mov

emen

ts p

er h

our)

EDUUUAC - Reference capacity profile and alternative scenarios


ACC Munich






+5.7% 259 (+2%) 0.26 0.45 Yes*

The average en-route delay increased from 0.08 minutes per flight in summer 2017 to 0.45 minutes per flight over the same period in 2018. 60% of the delays were due to the reason Weather and 40% due to ATC Capacity.

Capacity Plan +1.2% Achieved Comments

Free Route Airspace: FRA Cell EDMM South From FL245, 23:30-05:00 (local)

Yes

Free Route Airspace: FRA Cell EDMM East From FL245, H24 (DCT routings published in RAD)

Yes

AMAN EDDM-EDUU/EDGG/ LOVV/LKAA (12/2017)

Yes

AirMagic Yes

OASE 1 (02/2018) OASE 2 (12/2018) (Eastern SF)

Yes

Bodensee Sector (Step 1) No Planned for 2020 (Zurich) and 2021 (Munich)

Maximum configuration: 14 ENR + 4 APP Yes 20 sectors were opened


0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

4000

4500

Enro

ute

Del

ay (m

inut

es p

er fl

ight

)

IFR

flig

hts

(Dai

ly A

vera

ge)

EDMMACC - Traffic and en-route ATFM delays



The ACC capacity baseline was assessed with ACCESS to be at 259, 2% higher than in summer 2017. During the measured period, the average peak 1 hour demand was 246 and the average peak 3 hours demand was 233. *The capacity gap is linked to the on-load traffic originated by the NM/4+11 ANSPs Initiative.






2019 2020 2021 2022 2023 2024

Free Route Airspace

Free Route Airspace: FRA Cell

EDMM South From FL245, H24

(DCT routings published in RAD)


Link AMAN EDDM – LIPP

Link AMAN BER – EDMM

Independent Parallel

Operations at Leipzig Airport


Airspace

"Enlarged Sector Groups" (3 SFs)

Bodensee Sector:

Implementation in Zürich

Bodensee Sector: Implementation in

Munich

Sector Split: Tegernsee

Procedures

Technical new ATM System iCAS (11/2020-03/2021)


2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual





Capacity Training and Transition for

iCAS

Potentially available sectors 17 ENR + 4 APP + 3 feeders






Sectors at max. configuration 16 ENR + 4 APP + 2 feeders






Capacity increase p.a. % 1.9% 0% 4.2% 1.8% -1.1% 0%

Reference profile p.a. % 0% 0% 1% 0% 1% 1%


1.9% 1.9% 5.4% 6.9% 4.5% 3.7%




One of the three feeders counted within “potentially available sectors” is Thüringen Low (for Leipzig airport), which is exclusively staffed at night; this is why it is not counted under “sectors at max. configuration”. According to the current planning, the maximum number of opened sectors will not occur simultaneously in all sector families for an entire hour; this is why the maximum sum of sectors shown in the graphs on the next page (20) does not match with the number of sectors at max. configuration shown in this table (16 ENR + 4 APP + 2 feeders = 22). 1 This line shows, for each year, the difference between the plan and the reference capacity profile. A negative value indicates a capacity gap.







The charts below show the average opening of sectors planned for summer 2019, including feeders. Due to variations in traffic demand, the following charts differ between weekdays and weekends:

0

5

10

15

20

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0



0

5

10

15

20

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0


0

5

10

15

20

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0






200

210

220

230

240

250

260

270

280

290

300

Capa

city

pro

file

(mov

emen

ts p

er h

our)

EDMMACC - Reference capacity profile and alternative scenarios

2019 – 2024 Planning Period Outlook

No capacity bottlenecks are expected in Munich ACC within the planning period.


3. Master Plan Level 3 Implementation Report conclusions

Conclusions issued from the European ATM Master Plan Level 3 Implementation Report 2018 applicable to Germany for all items that require corrective actions and improvements.

Conclusion Applicable to IMPLEMENTATION OF FRA IS VERY MUCH ENCOURAGED BELOW FL310 AND IN CROSS-BORDER AIRSPACE. (page 19 of the Report)

ECAC States State’s action planned for this conclusion: Y Description of the planned action: FRA implementation is ongoing in a stepwise approach and within the timeframe of the respective LSSIP objective (AOM21.2).

Conclusion Applicable to

DELAYS IN IMPLEMENTATION OF A-SMGCS SURVEILLANCE CAN POTENTIALLY IMPACT THE TIMELY IMPLEMENTATION OF OTHER SUBSEQUENT A-SMGCS FUNCTIONALITIES. (page 26 of the Report, same as in 2017 LSSIP)

All Airports with delays in implementation of AOP04.1 and AOP04.2 and in particular the PCP airports

State’s action planned for this conclusion: Y Description of the planned action: The objective AOP04.1 – Advanced Surface Movement Guidance and Control System (A-SMGCS) Surveillance (former Level 1) is completed for the airports of Frankfurt, Düsseldorf and Munich. The objective AOP04.2 - Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) is completed for the airport of Munich. Düsseldorf Airport plans to have implemented all actions until August 2019 and Frankfurt Airport has a target date of 2020. Both airports proceed within their planned timeframes. No additional actions are to be reported.


4. Implementation Projects

National projects

The National Projects listed here are selected according to the specifications for top five capex projects defined in EUROCONTROL Specification for Economic Information Disclosure, Edition 3.0, Page 71. Table B.4: Top five capex projects in year N This table shall be used to disclose the top five (in monetary terms) capital expenditure (capex) projects incurred and capitalised during the reporting year N. The project can be fully completed at the end of year N (i.e. entered in operation and possibly leading to a depreciation cost) or it can still be on-going over the next year(s).

Name of project Organisation(s): Schedule: Status: Links

iCAS (iTEC Center Automation System) (-)

DFS (DE) 2006-2024 The implementation of the new iTEC Center Automation System is ongoing.

L3: AOM21.2, ATC12.1, ATC15.2, ITY-AGDL, ITY-FMTP DP: AF 1.1 AMAN extended to En-Route Airspace AF 3.1 Airspace Management and Advanced Flexible Use of Airspace AF 3.2 Free Route RP2 PP: iCAS programme (iTEC Centre Automation System)

RASUM 8.33 (Radio Site Upgrade and Modernisation)

DFS (DE) 2007-2021 The Radio Site Upgrade and Modernisation project is ongoing. Frequency conversion will be completed until end of 2020.

L3: ITY-AGVCS2 RP2 PP: RASUM 8.33 (Radio Site Upgrade and Modernisation)

Implementation of A-SMGCS Level 2

DFS (DE) 2013-2023 For Duesseldorf Airport, the implementation of A-SMGCS Level 2 is planned to be finalised in August 2019. Cologne/Bonn will follow until 2023.

L3: AOP04.2 DP: 2.2.1 - A-SMGCS Level 1 and 2 RP2 PP: 2.1.3.5 Airport capacity

Renewal VOR/DME systems DFS (DE) 2014-2024 Stepwise replacement of systems is ongoing. -


Name of project Organisation(s): Schedule: Status: Links

Remote Tower Control (RTC) DFS (DE) 2018 - ff The first implementation of Remote Tower Services for Saarbruecken Airport was finished in December 2018. The implementation of Remote Tower Services is continuing. The RTC Services will be provided from Leipzig, where the DFS Remote Tower Centre is located. The further implementation is scheduled for Erfurt Airport in 2020 and for Dresden Airport in 2022.

L3: AOP14 DP: SDM-0201, SDM-0205


FAB projects

Name of project: Organisation(s): Schedule: Status: ATM MP Links:

Extended Arrival Management (XMAN)

DFS (DE), DSNA (FR), LVNL - Luchtverkeersleiding Nederland (NL), MUAC ANSP (MAS), SKEYES (BE), Skyguide (CH)

The XMAN project envisaged three development and implementation steps: Basic – Advanced – Optimised. In December 2018, the project team decided to skip the Optimised Step and to incorporate the envisaged features of the Optimised Step into the Advanced Step. The planning is now as follows:

1. Basic Step - From 2012 to 2024 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by skeyes, DFS, DSNA, LVNL, MUAC and skyguide.

2. Advanced Step - From 2013 to 2024 The Advanced Step takes into account validated SESAR results in order to improve the en-route part of cross-centre arrival management in the overall FABEC airspace. This step requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. Additional planning information related to departures and airborne flights will be provided by Airport-CDM and Network Management. This step has an impact on all FABEC ACCs. This Step will also take into account further validated SESAR results and will optimise the cooperation between arrival management and Airport-CDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed.

The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports.

The implementation phase of the Basic Step will continue until 2024.

The Milestone 4 of the Advanced Step of the XMAN project was planned for June 2018 but was moved to Q2/2019 as the deployment of the XMAN Portal will continue until mid-2019.

The project team agreed to skip the Optimised Step and to integrate optimised features into the Advanced Step.

L3: ATC07.1, ATC15.1 Deployment Programme: - AF1: Extended AMAN and PBN in high density TMA - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function


Name of project: Organisation(s): Schedule: Status: ATM MP Links:

Free Route Airspace (FRA)

DFS (DE), DSNA (FR), LVNL - Luchtverkeersleiding Nederland (NL), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), Militaire Luchtvaart Autoriteit (NL), SKEYES (BE), Skyguide (CH), Swiss Air Force (CH)

The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (A-FUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2.

In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by 2022.

In 2016, the project was organised into two work streams 1. National and cross-border Direct Routes (DCT) including Long Range Direct Routings; 2. Free Routing.

All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level.

In December 2017, the Project Management Plan version 4.0 has been approved. The project is now further supporting and monitoring the direct routing implementations and full FRA implementations.

The project work on Direct Routings and Free Route is in a rolling MS4 status with a yearly update of the implementation report and implementation plan.

DSNA and skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years in preparation of Full FRA.

On the 1st of March 2018, DFS has implemented Full FRA H24 in EDDU North airspace above FL 285 and EDDU East Airspace above FL 315 and Full FRA Night above FL245 in all the DFS airspace. MUAC has successfully extended Full FRA to weekends from the 8th-9th of December 2018 (Full FRA weekend and night).

L3: AOM21.2 L2: AOM-0506


5. Cooperation activities

FAB Co-ordination

FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland.

The FABEC Feasibility Phase (2006-2008) led to the conclusion that FABEC is feasible. The Implementation Phase (2008-2013) demonstrated that the FABEC structure was compliant with SES regulations.

After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June 2013.

FABEC intends to provide capacity, solve bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe.

Regional cooperation

Regional cooperation initiatives

SESAR As part of Single European Sky, SESAR (Single European Sky ATM Research) represents its technological dimension. This key international programme is aimed at achieving the modernisation of the European ATM network by:

• Coordinating and concentrating all relevant research and innovation (R&I) activities under the auspices of the SESAR Joint Undertaking

• Coordinating deployment activities by the SESAR Deployment Manager.

SESAR will give Europe a high-performance ATC infrastructure, one that will enable the safe and environmentally friendly development of air transport. SESAR can also be regarded as the standard-setting instrument for the common future European ATM network.

The Definition phase of SESAR delivered the first ATM master plan and was finalised in 2008. The Development phase (started 2008) led by the SJU will design the required new generation of technological systems, components and operational procedures according to the ATM Master Plan and Work Programme. Finally, the Deployment phase (started 2014) will yield the large-scale production and implementation of the new ATM infrastructure guaranteeing high performance air transport in Europe.

Since the inception of the programme, DFS has been a steady contributor and member of the SESAR Joint Undertaking (SJU), which was created under Article 171 of the Treaty establishing the European Community. In addition to the contribution to a broad spectrum of R&I work packages in SESAR, DFS led the work package B called “Target Concept and Architecture Maintenance” in SESAR 1 (2009 – 2016). In SESAR 2020 (2016 – 2019) DFS is coordination the biggest R&I project, PJ10 dealing with “Separation Management in en-route and TMA”.

German military experts have been involved in certain Work Packages with military relevancy.

The scope of the “Target Concept and Architecture Maintenance Work Package” covered the maintenance and refinement of the high-level ATM. It defined and ensured the consistency of an ATM service-oriented architecture. Work package B also included the execution of a performance analysis of the ATM solutions throughout SESAR development phase.

The new Project “Separation Management En-Route and TMA” (PJ10) aims at delivering a variety of SESAR Solutions. Among the most promising in terms of performance improvement are “High Productivity Controller


Team Organisation”, “Flight Centred ATC” in en-route environment and “Advanced Separation Management” integrating additional information like ATC and Aircraft intent.

A6 Alliance The A6 Alliance was founded in 2011 by six ANSP members of the SESAR JU – DFS (Germany), DSNA (France), AENA (Spain) renamed later to ENAIRE, ENAV (Italy), NATS (UK) and NORACON – a consortium of Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), LFV (Sweden) and Naviair (Denmark).

In 2015 PANSA became a full member of the A6 Alliance. At the same time the COOPANS consortium replaced NORACON in all A6 activities and the B4 Consortium joined A6 in the area of SESAR 2020.

The A6 Alliance has also concluded a collaboration agreement with Skyguide in relation to SESAR 2020 R&D activities, as well as with ROMATSA and HungaroControl in relation to SESAR Deployment Manager.

The A6 Alliance plays a significant role in Research & Development through active participation in the SESAR Programme.

The A6+ partners participate in 68 of the 80 ATM-solution projects, leading 30 of them. Furthermore, the A6+ partners hold an active role in transversal activities including the Masterplan and in Very Large Scale Demonstrations.

Since the launch of SESAR 1, members of the A6 Alliance have achieved significant results together with other SJU partners (development of 63 successfully completed SESAR solutions).

The members of the A6 Alliance control more than 80% of EU air traffic. They are responsible for more than 70% of the investment in the future air traffic management infrastructure.

Areas of DFS involvement in 2018:

a) Preparation of positions regarding operational/technical, policy and legal regulations proposals prepared or led by the EU institutions/bodies together with other partners (Airspace Architecture Study, Wise Persons Group, RP3, CEF funding, PCP Review, etc.);

b) Participation in the SESAR Joint Undertaking (mainly focusing on a successful closing of Wave 1 and preparing the call for Wave 2 of SESAR 2020 Programme), SESAR Deployment Manager and initiatives/projects financed by INEA (SWIM, DLS, etc.);

c) A6 activities: develop proposals for improvement of the ATM system in Europe and drive their implementation (e.g. SESAR Digital Backbone).

Deployment Manager In December 2014, the European Commission has tasked the SESAR (Single European Sky ATM Research) Deployment Alliance, a cross industry partnership made up of the four airline groups (A4), operators of 25 airports and 11 air traffic control providers including DFS, to plan and coordinate SESAR deployment. It has been appointed to the European Commission-mandated role of SESAR Deployment Manager.

The SESAR Deployment Manager will ensure that new technologies and solutions that have already been tested and validated through the SESAR Joint Undertaking are delivered into everyday operations across Europe, delivering significant benefits to airspace users and the environment. The SESAR Deployment Alliance, comprised of the A6 Alliance of ANSPs, the A4 airlines and the SESAR-related Deployment Airport Operators Group (SDAG), will coordinate and synchronise for an initial 6-year period the deployment activities related to the Pilot Common Project (PCP). The PCP represents the first set of SESAR deployment activities mandated by an EU Implementing Rule.


iTEC Following the successful co-operation started several years ago between DFS, ENAIRE and NATS, and with the further incorporation of LVNL and AVINOR (with INDRA as technological partner), the activities for defining, developing and implementing the iTEC product have continued along 2018.

The main efforts have been devoted to jointly define the FDP and CWP components for iTEC as a common product that became the core of the ATM system iCAS of DFS. iCAS is the trajectory based system which delivers enhanced ATC tools to controllers.

Additionally, the activities have also focused on the definition of the IOP activities to be performed on SESAR 2020, and to jointly contribute to the definition of IOP tasks addressed from the SJU that also encompass participants from many other ANSPs and industry. Both activities pave the way to a future smooth implementation of IOP across Europe.

DFS has replaced its ATS-system VAFORIT with iCAS I in UAC Karlsruhe in December 2017 and will replace its current ATS system P1/ATCAS in all ACCs/TMAs with iCAS II in the coming years.

See also Chapter 4.1 for more details.

http://www.itec.aero/

Free Route Airspace The FRA programme aims at developing and implementing a Free Route Airspace FABEC wide. This is in line with the requirements of the Commission Implementing Regulation (EU) No 716/2014 Pilot Common Project (PCP) with a target date of 2021.

The objective of the FRA implementation is to give airspace users the opportunity to improve the horizontal flight efficiency through defined volumes of Free Route Airspace. After the implementation of national and cross border DCTs in 2017, Initial Free Routing has been introduced in Germany in 2018.

See also Chapter 4.2 for more details.

XMAN Extended Arrival Management The FABEC XMAN/AMAN project is a multi-stakeholder project, conducted by ANSPs of the European core area (DFS, DSNA, MUAC, LVNL, skeyes, Skyguide). It aims at the harmonized and coordinated implementation of Extended Arrival management all PCP-related airports in the European Core Area (AoR of the contributing ANSPs) in accordance with Commission Implementing Regulation (EU) No 716/2014 Pilot Common Project (PCP) until January 1st, 2024.

The XMAN project aims for the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of adjacent en-route control centres up to about 200 NM including economical Top of Descent (ToD) around the PCP-airports – or even beyond – depending on the operational environment and the needs of the stakeholders.

http://www.itec.aero/


Source: FABEC + FAB UK-Ireland


6. Implementation Objectives Progress

State View

In chapter 6.2, the ANSP (DFS) points to a possible double reporting in the LSSIP and SESAR Deployment Programme Reporting. However, these two reports differ in their scope and purpose. Germany supports measures on European level to find a solution between the parties concerned to eliminate any relevant double reporting.

Overall Objective Implementation

ESSIP objectives, as level 3 of the ATM Master Plan, are developed in the respective work packages of the SESAR Joint Undertaking in close coordination with the stakeholders. In the case of objectives related to PCP regulation (No 716/2014) detailed synchronisation timelines for the different stakeholder lines of actions are defined by the SESAR Deployment Manager and their consultation arrangements. Where applicable the full operational capability dates for the objectives are derived from the respective European regulations and Provisional Council decisions.

Stakeholder commitment for the implementation is achieved via consultation arrangement within the SESAR Joint Undertaking, SESAR Deployment Manager and EUROCONTROL.

In this LSSIP cycle two new objectives have been introduced: AOM19.4 Management of Pre-defined Airspace Configurations and INF08.1 Information Exchanges using the SWIM Yellow TI Profile. Seven objectives have been substantially modified for better consistency with the PBN IR and PCP/DP. One objective concerning the Airport Collaborative Environmental Management was changed to local.

For Germany the large majority of ESSIP objectives, with a network or local effect, are either completed or planned within schedule as shown in the table below. In detail, 21 out of 52 (42 active, 5 local, 5 ICAO GANP ASBU-related objectives) reported objectives are completed. In addition, there are another 14 objectives in an ongoing status and three have a planned status.


Progress distribution for applicable Implementation Objectives

The implementation of AOM and ATC objectives by the German ATM stakeholders has continued steadily.

The implementation of airport related objectives is well advanced.

The implementation of A-SMGCS Level 1 has been achieved in 2018. The implementation of A-SMGCS Runway Monitoring and Conflict Alerting (RMCA) is well progressed and planned to be finalised at Düsseldorf Airport in 2019 and at Frankfurt Airport in 2020.

With regard to Time Based Separation studies have begun at Frankfurt Airport. The implementation of Initial Airport Operations Plan has started.

The AOP objectives for Berlin Brandenburg Airport (EDDB) will be applicable only after the opening of the airport.

For the Flow and Capacity Management objectives the implementation of tactical flow management services and collaborative flight planning are completed. The objectives concerning Short Term ATFCM Measures (Phase 2), Interactive rolling Network Operations Plan and Traffic Complexity Assessment are planned or ongoing within the timeframe of the respective objectives. For the objective relating to Extended Flight Plan with a target date of 2021 planning has not begun.

The implementation of AMHS is completed, while the implementation of Voice over Internet Protocol (VoIP) in ATM shows delays in relation to the timeframe of the objective. Voice Communication System to support VoIP inter-centre telephony is available at the ACCs Langen, Munich and Bremen since the end of 2017. DFS has deployed an IP based (ED137 compliant) last resort radio system at all ACCs until mid 2018. Other ACCs and DFS Towers it will be equipped with VoIP capable VCSs in the course of the regular update cycle until 2024. Migration to NewPENS is progressing and is planned to be finished within the timeframe of the objective.

Due to the fact that a German eTOD policy is still under development no planning actions by stakeholders have started. Nevertheless, the supply of electronic Terrain and Obstacle Data is considered in the national projects in relation to the ADQ implementing regulation.

Compared to 2017 the picture for the implementation of the Interoperability objectives remains unchanged.

Air Ground Data Link services are implemented in Germany. The objective regarding Aircraft Identification and the objective regarding Surveillance Performance and Interoperability are progressing within the required timeframe.

The implementation of Ground-Ground Automated Co-ordination Processes and Flight Message Transfer


Protocol is completed for the civil ANSP but late for the military part with target date in 2019.

The target date for the objective concerning Air-Ground Voice Channel Spacing requirements below FL195 is in 2020.

For the objective concerning Aeronautical Data Quality various actions to improve the already high level of data quality in Germany are ongoing. Due to the late availability of means of compliance and software solutions in support of the ADQ Implementing Rule, Germany, like other SES states, has difficulties to comply with the dates set in the regulation. Respective information has been published in the German AIP.

The objectives for implementation of RNAV 1 and RNP 1 in TMA operations are well advanced and planned to be finished within the timeframe of the objectives. The objective for implementation of APV procedures is completed.

All Safety Management related objectives and all Environment objectives are reported completed.


Objective Progress per SESAR Key Feature

Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annexes.

Legend:

## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)

100% = Objective completed = Completion beyond Implementation Objective timeline


<15 15 16 17 18 19 20 21 22 23 24 ≥25

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

100%

AOM19.1 (PCP) ASM Support Tools to Support AFUA 100%

AOM19.2 (PCP) ASM Management of Real-Time Airspace Data 20%

AOM19.3 (PCP) Full rolling ASM/ATFCM Process and ASM Information Sharing

25%

AOM19.4 (PCP) Management of Pre-defined Airspace Configurations

40%

FCM01 Enhanced Tactical Flow Management Services 100%

FCM03 Collaborative Flight Planning 100%

FCM04.1 STAM Phase 1 100%

FCM04.2 (PCP) STAM Phase 2 0%

FCM05 (PCP) Interactive Rolling NOP 0%

FCM06 (PCP) Traffic Complexity Assessment 60%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 (PCP) Direct Routing 100%

AOM21.2 (PCP) Free Route Airspace 40%

ATC02.2 STCA En-Route 100%

ATC02.8 Ground-Based Safety Nets 100%

ATC02.9 Enhanced STCA for TMAs 100%

ATC07.1 AMAN Tools and Procedures

EDDB - Berlin - Brandenburg International Airport n/a

EDDF - Frankfurt Airport 100%

EDDL - Düsseldorf Airport 100%

EDDM - München Airport 100%

ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring

100%

ATC15.1 Information Exchange with En-route in Support of AMAN

94%

ATC15.2 (PCP) Arrival Management Extended to En-route Airspace

100%

ATC16 ACAS II Compliant with TCAS II Change 7.1 100%

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

86%

ATC18 Multi Sector Planning En-route - 1P2T Local objective 0%

ENV01 Continuous Descent Operations

EDDB - Berlin - Brandenburg International Airport (Outside Applicability Area) n/a


EDDH - Hamburg Airport 100%

EDDK - Cologne - Bonn Airport 100%



EDDN - Nuremberg Airport 100%

EDDS - Stuttgart Airport 100%

EDDV - Hannover Airport 100%

ENV03 Continuous Climb Operations Local objective


ITY-COTR Ground-Ground Automated Co-ordination Processes

91%

NAV03.1 RNAV 1 in TMA Operations 82%

NAV03.2 (PCP) RNP 1 in TMA Operations 55%

NAV10 APV procedures 100%

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft

Local objective 0%


High Performing Airport Operations

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1





AOP04.2 A-SMGCS Level 2





AOP05 Airport CDM





AOP10 (PCP) Time-Based Separation




AOP11 (PCP) Initial Airport Operations Plan



EDDH - Hamburg Airport 28%



EDDN - Nuremberg Airport 38%

EDDS - Stuttgart Airport 25%

EDDV - Hannover Airport 43%

AOP12 (PCP) Improve Runway and Airfield Safety with ATC Clearances Monitoring





AOP13 (PCP) Automated Assistance to Controller for Surface Movement Planning and Routing





AOP14 Remote Tower Services Local objective

EDDC - Dresden Airport 10%

EDDE - Erfurt-Weimar Airport 25%

EDDR - Saarbrucken Airport 100%

ENV02 Collaborative Environmental Management Local objective





SAF11 Improve Runway Safety by Preventing Runway Excursions

100%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

COM10 Migrate from AFTN to AMHS 100%

COM11 Voice over Internet Protocol (VoIP) 27%

COM12 (PCP) NewPENS 17%

FCM08 (PCP) Extended Flight Plan 0%

INF07 Electronic Terrain and Obstacle Data (eTOD) 1%

INF08.1 (PCP) Information Exchanges using the SWIM Yellow TI Profile

4%

ITY-ACID Aircraft Identification 92%

ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

65%

ITY-AGDL Initial ATC Air-Ground Data Link Services 100%

ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below FL195

55%

ITY-FMTP Common Flight Message Transfer Protocol 54%

ITY-SPI Surveillance Performance and Interoperability 75%


ICAO ASBU Implementation

The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.

These results were determined using the LSSIP Year 2017 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/59 (European Air Navigation Planning Group).

Legend:

= Completed (during 2018 or before)

= Missing planning date

= Progress achieved in 2018 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

B0-APTA Optimization of Approach Procedures including vertical guidance

100%

B0-SURF Safety and Efficiency of Surface Operations (A-SMGCS Level 1-2)

100% 82%

B0-FICE Increased Interoperability, Efficiency and Capacity through Ground-Ground Integration

100% 91%

B0-DATM Service Improvement through Digital Aeronautical Information Management

65%

B0-ACAS ACAS Improvements 100%

B0-SNET Increased Effectiveness of Ground-Based Safety Nets

100%

B0-ACDM Improved Airport Operations through 100%

B0-RSEQ Improved Traffic flow through Runway sequencing (AMAN/DMAN)

100%

B0-FRTO Improved Operations through Enhanced En-Route Trajectories

100%

B0-NOPS Improved Flow Performance through Planning based on a Network-Wide view

100%

B0-ASUR Initial capability for ground surveillance 100% 75%

B0-CDO Improved Flexibility and Efficiency in Descent Profiles (CDO)

100%

B0-TBO Improved Safety and Efficiency through the initial application of Data Link En-Route

100%


Detailed Objectives Implementation progress

Objective/Stakeholder Progress Code:

Completed Not yet planned

Ongoing Not Applicable

Planned Missing Data

Late

Main Objectives

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018

100% Completed

- The handling of OAT over Germany, the principles and procedures are the main elements of the civil-military integration in Germany. The achieved high degree of harmonisation of OAT and GAT is the result of nearly 20 years of co-operative civil-military service provision. Military ANS are subject to local APP and TWR functions and these units cooperate likewise with civil service provision. Air defence radar units cooperate with the civil service provider on well-established and highly accepted harmonised principles and procedures. The framework of EUROAT/OATTS is mainly based upon German rules and experiences. By law, BAF constitutes the regulator (NSA) for GAT and OAT in regional (en-route) services, all aspects of military traffic where both organizations, BAF and LufABw, are concerned, are handled in close coordination between them. LufABw is the responsible authority for the ANS at military airports.

31/12/2013

REG (By:12/2018)

MIL See State comment. - 100% Completed 31/12/2011

Reg. Authority

The MoD Germany is participating in the MILHAG where this topic is dealt with. In addition, the German MoT and MoD are participating in CMIC (Civil Military Interface Committee) where this topic is again discussed taking into account both the civil and military aspects. DFS is responsible for OAT and GAT handling. GAT and OAT are largely harmonised in Germany. Applicable regulations and procedures are laid down in the military AIP Germany.

- 100%

Completed

31/12/2011

ASP (By:12/2018)

DFS

Common principles, rules and procedures for OAT handling and OAT/GAT interface are established. DFS is responsible for OAT and GAT handling. German MoD and MoT are participating in CMIC (Civil Military Interface Committee) where this topic is dealt with from both sides.

- 100%

Completed

31/12/2013

MIL See State comment. - 100% Completed 31/12/2013


MIL (By:12/2018)

MIL

Principles, rules and procedures for OAT and GAT are harmonised to the widest extent and are laid down in the German AIP and Mil AIP. The EUROCONTROL specification on EUROAT has been analysed and the relevant documents have been developed. EUROAT was implemented 3rd May 2012.

- 100%

Completed

31/12/2012

AOM19.1

ASM Support Tools to Support Advanced FUA (AFUA) Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018

100% Completed

- The implementation of ASM support tools to support A-FUA was finished in January 2019. 31/01/2019

ASP (By:12/2018)

DFS

The implementation of ASM support tools to support A-FUA was finished in January 2019. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

31/01/2019

AOM19.2

ASM Management of Real-Time Airspace Data Timescales: Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021

20% Late

- The implementation of ASM Management of Real-Time Airspace Data has started and is planned to be finished in 2023. 31/12/2023

ASP (By:12/2021)

DFS

The implementation of ASM Management of Real-Time Airspace Data has started and is planned to be finished in 2023. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 20%

Late

31/12/2023

AOM19.3

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021

25% Ongoing

- The implementation of full rolling ASM/ATFCM process and ASM information sharing is planned to be finished within the timeframe of the objective. 31/12/2021

ASP (By:12/2021)

DFS

The implementation of full rolling ASM/ATFCM process and ASM information sharing is planned to be finished within the timeframe of the objective. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 25%

Ongoing

31/12/2021


AOM19.4

Management of Pre-defined Airspace Configurations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021

40% Ongoing

- The implementation of the management of pre-defined airspace configurations is planned to be finished within the timeframe of the objective. 31/12/2021

ASP (By:12/2021)

DFS The implementation of the management of pre-defined airspace configurations is planned to be finished within the timeframe of the objective.

- 40% Ongoing

31/12/2021

AOM21.2

Free Route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

40% Ongoing

- The implementation of Free Route Airspace is ongoing for FABEC. Civil and military stakeholders are involved, however Air Traffic Services for OAT flights in Germany were provided by DFS.

31/12/2021

ASP (By:12/2021)

DFS

The implementation of Free Route Airspace, in terms of DCT routing options published in RAD APP 04 (OI-Steps AOM-0401, AOM-0402), is considered completed. Regarding OI-Steps AOM-0501, AOM-0505, DFS is following a stepwise approach and implements FRA as follows: FRA Solution 1, 01/03/2018: FRA at night DFS-wide, from FL 245 and above, and FRA H24 in the FRA Cells EDUU North and EDUU East. For FRA Cells EDMM East and EDMM South some additional H24 RAD App 4 DCTs are foreseen due to system limitations. FRA Solution 2a, winter 2018/19: Preparatory activities for FRA H24 in FRA Cells EDUU WEST and EDUU South; therefore improvement of existing RAD APP 04 Direct routing options in terms of operational availability (vertical and temporal), publication of additional RAD APP 04 Direct routing options. FRA Solution 2b, winter 2019/20: Preparatory activities for FRA H24 in FRA Cells EDUU West and EDUU South; therefore improvement of existing RAD APP 04 Direct routing options in terms of operational availability (vertical and temporal), publication of additional RAD APP 04 Direct routing options. FRA Solution 2c, 02/12/2021: FRA H24 DFS-wide, FL 245 and above. For FRA Cell EDWW East some additional H24 RAD App 4 DCTs are foreseen due to system limitations. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

Free Route

Airspace / iCAS (iTEC

Center Automation System)

40%

Ongoing

31/12/2021


AOP04.1

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

% Not Applicable

EDDB - Berlin - Brandenburg International Airport Implementation of A-SMGCS Level 1 is planned for the end of 2020. Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". -

REG (By:12/2010)

MoT/NSA - - % Not

Applicable -

MoT

The objective becomes applicable after the opening of BER Airport. Implementation of A-SMGCS is planned for the end of 2020.

- %

Not Applicable

-

ASP (By:12/2011)

DFS

Implementation of A-SMGCS Level 1 is planned for the end of 2020. Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". At Schoenefeld Airport (SXF) an A-SMGCS (Level 1) system is installed and fully operational. With the extension of the airport as the new BER Airport, the capabilities will be enlarged for the additional areas.

- %

Not Applicable

-

APO (By:12/2010) BERLIN BRANDENBURG Airport

Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". - %

Not Applicable

-


AOP04.1


100% Completed

EDDF - Frankfurt Airport At Frankfurt Airport, MLAT (CAPTS; operated by Fraport) and three SMR sites (operated by DFS) are installed as sensor systems. DFS and Fraport are using a combination of these sensor systems for different purposes in Surface Movement Guidance.

31/12/2012

REG (By:12/2010)

MoT - - 100% Completed 31/12/2009

MoT/NSA The provision of level 1 service is under continuous oversight. - 100% Completed

31/12/2009 ASP (By:12/2011)

DFS

At Frankfurt Airport, the sensor systems CAPTS - Cooperative Area Precision Tracking System (Multilateration) and ASR sites are operational. DFS is using HITT, a system to combine the two sensor types.

- 100%

Completed

30/06/2011

APO (By:12/2010)

FRAPORT AG

At Frankfurt Airport, the sensor systems CAPTS - Cooperative Area Precision Tracking System (Multilateration) and SMR sites are operational. Fraport is using FAST MS (Frankfurt Airport Surface Traffic Management System) to combine the two sensor types. FAST MS is operational as A-SMGCS level 1 in taxi control on the apron.

- 100%

Completed

31/12/2012

AOP04.1


100% Completed

EDDL - Düsseldorf Airport For Duesseldorf Airport, the installation of a Multilateration Radar System is finished since February 2019. 28/02/2019

REG (By:12/2010)

MoT Oversight procedures are in place and will be applied. Therefore, the SLoAs are considered "Completed". - 100% Completed

31/12/2009

MoT/NSA - - 100% Completed 31/12/2009

ASP (By:12/2011)

DFS For Duesseldorf Airport, a Multilateration Radar System was installed in July 2018. - 100% Completed

31/07/2018 APO (By:12/2010) DÜSSELDORF Airport

For Duesseldorf Airport, a Multilateration Radar System is installed since February 2019. - 100% Completed

28/02/2019


AOP04.1


100% Completed

EDDM - München Airport At Munich Airport, the installation of the surface movement radar antennas and the system is completed. The installation of the multilateration system (ERA) is also completed. It is used as a level 1 system. The procurement of equipment for ground vehicles has been finished in 11/2014.

31/05/2015

REG (By:12/2010)

MoT/NSA - - 100% Completed 31/12/2009

MoT The provision of level 1 service is under continuous oversight. - 100% Completed

31/12/2010 ASP (By:12/2011)

DFS At Munich Airport, in cooperation with the airport operator the multilateration system is implemented in addition to the existing primary radars.

- 100% Completed

31/12/2009

APO (By:12/2010)

MUNICH Airport

At Munich Airport, the installation of the surface movement radar antennas and the system is completed. The installation of the multilateration system (ERA) is also completed. It is used as a level 1 system. The procurement of equipment for ground vehicles has been finished in 11/2014.

- 100%

Completed

31/05/2015

AOP04.2

Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017

% Not Applicable

EDDB - Berlin - Brandenburg International Airport Implementation of A-SMGCS is planned for the end of 2020. Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". -

ASP (By:12/2017)

DFS Implementation of A-SMGCS is planned for the end of 2020. Until the opening of BER Airport, the status for this objective is kept to "Not Applicable".

- % Not

Applicable -



Not Applicable

-


AOP04.2


50% Late

EDDF - Frankfurt Airport At Frankfurt Airport, the Fraport system FAST MS (Frankfurt Airport Surface Traffic Management System) is operational. FAST MS is not covering the runway system. The A-SMGCS functionalities for the runway system fall under the responsibility of DFS. A system upgrade for warning functionality is currently being tested and operational implementation is planned for December 2020.

31/12/2020

ASP (By:12/2017)

DFS

At Frankfurt Airport, the existing HITT system will be replaced by PHOENIX TWR to achieve A-SMGCS level 2. Sensor systems are currently in operational use. Operational implementation is planned for December 2020.

- 33%

Late

31/12/2020

APO (By:12/2017)

FRAPORT AG

At Frankfurt Airport, the FAST MS (Frankfurt Airport Surface Traffic Management System) is operational and covers A-SMGCS Level I. The result of the current project apron controller working position (ACWP) will be replacing the FAST MS including new safety functionalities for apron control. Fraport is preparing the replacement of the FAST MS system until 2019 including apron control surface safety nets.

- 100%

Completed

31/12/2009

AOP04.2


43% Late

EDDL - Düsseldorf Airport For Duesseldorf Airport, the implementation of A-SMGCS Level 2 is planned to be finalised in August 2019. 30/08/2019

ASP (By:12/2017)

DFS For Duesseldorf Airport, the implementation of A-SMGCS Level 2 is planned for 08/2019. - 43% Late


For Duesseldorf Airport, the implementation of A-SMGCS Level 2 is planned for 08/2019. - 40% Late

30/08/2019


AOP04.2


100% Completed

EDDM - München Airport At Munich Airport, the multilateration system is implemented in addition to the existing primary radar. 30/11/2014

ASP (By:12/2017)

DFS

At Munich Airport, in cooperation with the airport operator "Flughafen München GmbH" the multilateration system is implemented in addition to the existing primary radar.

- 100%

Completed

31/03/2013

APO (By:12/2017) MUNICH Airport

At Munich Airport, the implementation of A-SMGCS Level 2 is implemented. - 100% Completed

30/11/2014

AOP05

Airport Collaborative Decision Making (A-CDM) Timescales: Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016

% Not Applicable

EDDB - Berlin - Brandenburg International Airport Implementation of A-CDM is planned for the end of 2020. Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". -

ASP (By:12/2016)

DFS

Implementation of A-CDM is planned for the end of 2020. Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". At Schoenefeld Airport (SXF), an A-CDM is already installed and fully operational. With the extension of the airport as the new BER Airport the capabilities will be enlarged for the additional areas.

- %

Not Applicable

-



Not Applicable

-

AOP05


100% Completed

EDDF - Frankfurt Airport At Frankfurt Airport, implementation of A-CDM is completed. 31/01/2013

ASP (By:12/2016)

DFS At Frankfurt Airport, implementation of A-CDM is completed. - 100% Completed

28/02/2011 APO (By:12/2016) FRAPORT AG

At Frankfurt Airport, implementation of A-CDM is completed. - 100% Completed

31/01/2013


AOP05


100% Completed

EDDL - Düsseldorf Airport At Duesseldorf Airport, implementation of A-CDM is completed. 30/04/2013

ASP (By:12/2016)

DFS At Duesseldorf Airport, implementation of A-CDM is completed. - 100% Completed


At Duesseldorf Airport, implementation of A-CDM is completed. - 100% Completed

30/04/2013

AOP05


100% Completed

EDDM - München Airport At Munich Airport, A-CDM is fully operational since 7th June 2007. 31/12/2011

ASP (By:12/2016)

DFS At Munich Airport, Airport CDM is fully operational since 7th June 2007 including DPI exchange according the published European A-CDM manual guidelines.

- 100% Completed

30/06/2007


At Munich Airport, Airport CDM is fully operational since 7th June 2007. - 100% Completed

31/12/2011


AOP10

Time-Based Separation Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

3% Ongoing

EDDF - Frankfurt Airport The possible use of Time Based Separation is being studied. Initial work has been started as a pilot project at Frankfurt airport and approach. There are no initial results for the time being. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport is required for the implementation of TBS. The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports.

31/12/2023

REG (By:12/2023)

NSA

This topic is work in progress. Initial work has been started as a pilot project at Frankfurt airport and approach. The TBS operations procedures as per this objective are planned to be published in the national aeronautical information publication.

- 10%

Ongoing

31/12/2023

ASP (By:12/2023)

DFS

The possible use of Time Based Separation is being studied. Initial work has been started as a pilot project at Frankfurt airport and approach. There are no initial results for the time being. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport is required for the implementation of TBS. The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 2%

Ongoing

31/12/2023


AOP10


0% Not yet planned

EDDL - Düsseldorf Airport The possible use of Time Based Separation is being studied. Initial work has been started as a pilot project at Frankfurt airport and approach. There are no initial results for the time being. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport is required for the implementation of TBS. The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports.

-

REG (By:12/2023)

NSA The possible use of Time Based Separation is being studied. If available, publication will be provided in the national aeronautical information publications.

- 0% Not yet planned

- ASP (By:12/2023)

DFS


- 0%

Not yet planned

-


AOP10


0% Not yet planned

EDDM - München Airport The possible use of Time Based Separation is being studied. Initial work has been started as a pilot project at Frankfurt airport and approach. There are no initial results for the time being. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport is required for the implementation of TBS. The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports.

-

REG (By:12/2023)

NSA The possible use of Time Based Separation is being studied. If available, publication will be provided in the national aeronautical information publications.


- ASP (By:12/2023)

DFS


- 0%

Not yet planned

-


AOP11

Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021

% Not Applicable

EDDB - Berlin - Brandenburg International Airport Until the opening of BER Airport, the status for this SLoA is kept to "Not Applicable". For DFS the implementation of Initial Airport Operations Plan is completed. -

ASP (By:12/2021)

DFS

Until the opening of BER Airport, the status for this SLoA is kept to "Not Applicable". Bidirectional interface with airport according to local agreements is established (Based on Interface Specifications). Completed date refers to last major update. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

31/12/2014


The objective becomes applicable for BER only after the opening of BER Airport. - %

Not Applicable

-

AOP11


34% Ongoing

EDDF - Frankfurt Airport For DFS the implementation of Initial Airport Operations Plan is completed. Fraport has initiated an internal, conceptional phase and the project set up is planned. 31/12/2021

ASP (By:12/2021)

DFS

At Frankfurt Airport, implementation of Initial Airport Operations Plan is completed. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

28/02/2011

APO (By:12/2021)

FRAPORT AG

Fraport internal, conceptional phase is initiated and project set up is planned. Fraport is in preparation by defining the relevant stakeholders.

- 12%

Ongoing

31/12/2021


AOP11


28% Ongoing

EDDH - Hamburg Airport For DFS the implementation of Initial Airport Operations Plan is completed. The objective is under review and the exchange between other airports within Germany started already. In connection with other similar projects, HAM Airport will focus on initial AOP plans in 2019.

31/12/2021

ASP (By:12/2021)

DFS

For DFS the implementation of Initial Airport Operations Plan is completed. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

31/12/2015

APO (By:12/2021)

HAMBURG Airport

The objective is under review and the exchange between other airports within Germany started already. In connection with other similar projects, HAM Airport will focus on initial AOP plans in 2019.

- 3%

Ongoing

31/12/2021

AOP11


43% Ongoing

EDDL - Düsseldorf Airport At Dusseldorf Airport, an AOP project started in 2016 to ensure full operational capabilities by the end of October 2019. For DFS the implementation of Initial Airport Operations Plan is already completed.

28/10/2019

ASP (By:12/2021)

DFS

At Düsseldorf Airport, implementation of Initial Airport Operations Plan is completed. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

30/04/2013

APO (By:12/2021)

DÜSSELDORF Airport

At Dusseldorf Airport, initial capabilities have been identified. The AOP project started in 2016 to ensure full operational capabilities by the end of October 2019.

- 23% Ongoing

28/10/2019


AOP11


28% Ongoing

EDDM - München Airport For DFS the implementation of Initial Airport Operations Plan is completed. For Munich Airport, the implementation of Initial Airport Operations Plan is planned to be finished within the timeframe of the objective.

02/01/2021

ASP (By:12/2021)

DFS

For DFS the implementation of Initial Airport Operations Plan is completed. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

30/06/2007

APO (By:12/2021)

MUNICH Airport

For Munich Airport, the implementation of Initial Airport Operations Plan is planned to be finished within the timeframe of the objective.

- 3% Ongoing

02/01/2021

AOP11


38% Ongoing

EDDN - Nuremberg Airport For DFS the implementation of Initial Airport Operations Plan is completed. The airport has started with the implementation. The objective is planned to be finished within the timeframe until the end of 2021.

31/12/2021

ASP (By:12/2021)

DFS

At Nuremberg Airport, implementation of Initial Airport Operations Plan is completed. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

31/12/2015

APO (By:12/2021)

NUREMBERG Airport

Preparing work for the implementation of Airport Operations Plan have started. The relevant stakeholders were identified and communication channels for the project are established.

- 17%

Ongoing

31/12/2021


AOP11


25% Ongoing

EDDS - Stuttgart Airport For DFS the implementation of Initial Airport Operations Plan is completed. The airport has started preparing studies. For the time being the implementation date 31/12/2014 refers only to the DFS part of the objective.

31/12/2014

ASP (By:12/2021)

DFS

At Stuttgart Airport, implementation of Initial Airport Operations Plan is completed. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

31/12/2014

APO (By:12/2021)

STUTTGART Airport

Preparing studies for the implementation of Airport Operations Plan have started but a concrete implementation plan is not available yet. Since October 2014, Stuttgart Airport is a fully implemented A-CDM Airport, which already performs an information-sharing of flight plan data with all relevant stakeholders. Additionally a continuous DPI-Transfer to NMOC is established to provide local flight plan data to the European Network.

- 0%

Not yet planned

-

AOP11


43% Ongoing

EDDV - Hannover Airport For DFS the implementation of Initial Airport Operations Plan is completed. Bidirectional interface between DFS and Hannover airport according to local agreements is established, but not yet in use. The objective is planned to be finished within the timeframe until the end of 2021.

31/12/2021

ASP (By:12/2021)

DFS

At Hannover Airport, implementation of Initial Airport Operations Plan is completed. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

31/12/2015

APO (By:12/2021)

HANNOVER Airport

Bidirectional interface with airport according to local agreements is established (Based on Interface Specification), but not yet in use for airport.

- 23% Ongoing

31/12/2021


AOP12

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020

% Not Applicable

EDDB - Berlin - Brandenburg International Airport Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". Implementation of runway and airfield safety with ATC clearances monitoring is scheduled to be finished by 2020.

-

ASP (By:12/2020)

DFS

Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". Start of implementation project is scheduled for 2019. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 37%

Ongoing

31/12/2020


The SLoA becomes applicable after the opening of BER Airport. - %

Not Applicable

-

AOP12


28% Ongoing

EDDF - Frankfurt Airport Implementation of runway and airfield safety with ATC clearances monitoring is scheduled to be finished by 2020. 31/12/2020

ASP (By:12/2020)

DFS

Project started in 2017 and is planned to be finished in 2020. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 37%

Ongoing

31/12/2020

APO (By:12/2020)

FRAPORT AG

Due to responsibility for ATC clearance monitoring via an ANSP there are no special actions planned. Concerning AOP03 SESAR - directly affecting staff will be trained by Fraport AG. On request of DFS about new procedures, organizational changes or new IT support concerning Apron Control, Fraport will respond adequately. Currently are no actions required or planned.

- 0%

Not yet planned

-


AOP12


25% Ongoing

EDDL - Düsseldorf Airport Implementation of runway and airfield safety with ATC clearances monitoring is scheduled for 2020. 31/12/2020

ASP (By:12/2020)

DFS

Project start is scheduled for 2019. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 33%

Ongoing

31/12/2020

APO (By:12/2020) DÜSSELDORF Airport Implementation is scheduled for 2020. - 0% Planned

31/12/2020

AOP12


25% Ongoing

EDDM - München Airport Implementation of improvements to runway and airfield safety with ATC clearances monitoring is scheduled for 2020. 31/12/2020

ASP (By:12/2020)

DFS

Project start is scheduled for 2019. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 33%

Ongoing

31/12/2020

APO (By:12/2020)

MUNICH Airport

For Munich Airport, training on the functionality of 'Airport Safety Nets' will be planned in coordination with the implementation of 'Airport Safety Nets' by DFS.


-


AOP13

Automated Assistance to Controller for Surface Movement Planning and Routing Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023

% Not Applicable

EDDB - Berlin - Brandenburg International Airport Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". Automated assistance to Controller for Surface Movement Planning and Routing is planned to be implemented in 2023.

-

REG (By:12/2023) BERLIN BRANDENBURG Airport


Not Applicable

- ASP (By:12/2023)

DFS

Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". Automated assistance to Controller for Surface Movement Planning and Routing is planned to be implemented in 2023. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- %

Not Applicable

-

AOP13


0% Planned

EDDF - Frankfurt Airport Automated assistance to Controller for Surface Movement Planning and Routing is planned to be implemented in 2023. 31/12/2023

REG (By:12/2023)

NSA Coordination and final official approval of procedures by the local regulator can only start after availability of implementation results.


- ASP (By:12/2023)

DFS

Automated assistance to Controller for Surface Movement Planning and Routing is planned to be implemented in 2023. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 0%

Planned

31/12/2023


AOP13


0% Planned

EDDL - Düsseldorf Airport Automated assistance to Controller for Surface Movement Planning and Routing is planned to be implemented in 2023. 31/12/2023

REG (By:12/2023)



- ASP (By:12/2023)

DFS


- 0%

Planned

31/12/2023

AOP13


0% Planned

EDDM - München Airport Automated assistance to Controller for Surface Movement Planning and Routing is planned to be implemented in 2023. 31/12/2023

REG (By:12/2023)



- ASP (By:12/2023)

DFS


- 0%

Planned

31/12/2023

ATC02.8

Ground-Based Safety Nets Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

100% Completed

- The implementation of Ground-based Safety Nets for Germany has been finished in 2015. 28/06/2015

ASP (By:12/2016)

DFS See State comment. - 100% Completed 28/06/2015


ATC02.9

Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020

100% Completed

- The DFS complied with a comprehensive implementation of STCA. German APP units, which are responsible for TMAs, are integrated in the ACCs. 31/12/2017

ASP (By:12/2020)

DFS

The DFS complied with a comprehensive implementation of STCA. German APP units, which are responsible for TMAs, are integrated in the ACCs.

- 100%

Completed

31/12/2017

ATC07.1

AMAN Tools and Procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019

% Not Applicable

EDDB - Berlin - Brandenburg International Airport The SLoA becomes applicable after the opening of BER Airport. -

ASP (By:12/2019)

DFS Same as in the overall comment.

Extended Arrival

Management

%

Not Applicable

-

ATC07.1


100% Completed

EDDF - Frankfurt Airport AMAN provides enhanced arrival management functionalities for Frankfurt Airport. 30/09/2013

ASP (By:12/2019)


Extended Arrival

Management

100%

Completed

30/09/2013

ATC07.1


100% Completed

EDDL - Düsseldorf Airport The development of an arrival management tool serving flights to Düsseldorf Airport has been completed in December 2017. 12/12/2017

ASP (By:12/2019)


Extended Arrival

Management

100%

Completed

12/12/2017


ATC07.1


100% Completed

EDDM - München Airport AMAN provides enhanced arrival management functionalities for Munich Airport. 29/02/2008

ASP (By:12/2019)


Extended Arrival

Management

100%

Completed

29/02/2008

ATC12.1

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

100% Completed

- In the objective description it is stated, that CDT, Resolution Support Information and Conformance Monitoring are needed to support the implementation of Free Route Airspace (i.a.w. PCP IR 716/2014). As FRA shall be implemented above FL310, the mentioned implementation requirements are only relevant for DFS Upper control centre (UAC) at Karlsruhe. The UAC Karlsruhe has received a (very advanced) 4D-trajectory-based ATS system by end of 2010, which provides already MTCD, Resolution Support Information and Conformance Monitoring. MTCD and resolution support functions are part of iCAS system, commissioned in November 2017. Further enhancements of conflict detection, resolution support information and conformance monitoring will be implemented in the course of the iCAS system.

15/12/2018

ASP (By:12/2021)


iCAS (iTEC Center

Automation System)

100%

Completed

15/12/2018

ATC15.1

Information Exchange with En-route in Support of AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019

94% Late

- To differentiate this Objective from the following ATC15.2, the requested functionality is now considered as the information exchange between AMAN systems supporting the respective TMAs and the first upstream ATS systems of the surrounding en-route control sectors, e.g. arrival sequences are displayed at the respective working positions of the en-route controllers. This implementation activity is planned to be finished until the BER Airport will be opened.

31/12/2020

ASP (By:12/2019)

DFS See State comment.

Extended Arrival

Management

94%

Late

31/12/2020


ATC15.2

Arrival Management Extended to En-route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

100% Completed

- In line with the PCP Implementing Rule 716/2014 and the associated Deployment Programme, the planning horizons of the AMAN systems serving Frankfurt, Munich, Dusseldorf and Berlin airport will be extended up to 220NM into the area of responsibility of identified upstream control centres until the given PCP deadline (31.12.2023). Due to dependencies of neighbouring partners and their schedules, the connections to all upstream centres and vice versa still require time. However, the objective is considered as “Completed” because the DFS systems, procedures and agreements are ready and prepared for implementation.

12/10/2017

ASP (By:12/2023)

DFS

In line with the PCP Implementing Rule 716/2014 and the associated Deployment Programme, the planning horizons of the AMAN systems serving Frankfurt, Munich, Dusseldorf and Berlin airport will be extended up to 220NM into the area of responsibility of identified upstream control centres until the given PCP deadline (31.12.2023). Due to dependencies of neighbouring partners and their schedules, the connections to all upstream centres and vice versa still require time. However, the objective is considered as “Completed” because the DFS systems, procedures and agreements are ready and prepared for implementation. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

iCAS (iTEC Center

Automation System)

100%

Completed

12/10/2017


ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018

86% Late

- Messages to support basic procedures (PAC, COD) are implemented for communication between control towers and ACCs. At UAC Karlsruhe, iCAS system is upgraded to support the Transfer of Communication and the Coordination processes. Operational necessities and/or expected operational benefits determine the operational usage. There are presently no indications for further operational benefits by introduction of new OLDI messages to support transfer of communication and electronic coordination process in Lower Airspace. Therefore, upgrades of P1/ATCAS system are not planned.

31/12/2020

ASP (By:12/2018)

DFS

Messages to support basic procedures (PAC, COD) are implemented for communication between control towers and ACCs. At UAC Karlsruhe, iCAS system is upgraded to support the Transfer of Communication and Coordination processes with capable adjacent centres. Operational necessities and/or expected benefits determine the operational usage. There are presently no indications for further operational benefits by introduction of new OLDI messages to support transfer of communication and electronic coordination process in Lower Airspace. Therefore, upgrades of P1/ATCAS system are not planned.

- 86%

Late

31/12/2020

COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018

100% Completed

- The German COM-Centre was upgraded to become AMHS capable and act as a national AMHS/CIDIN gateway. Conformity for basic services and associated procedures is ensured and in operational use.

30/06/2016

ASP (By:12/2018)

DFS

The German COM-Centre was upgraded to become AMHS capable and act as a national AMHS/CIDIN gateway. Conformity for basic services and associated procedures is ensured and in operational use.

- 100%

Completed

30/06/2016


COM11

Voice over Internet Protocol (VoIP) Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

27% Late

- The Voice Communication System to support VoIP inter-centre telephony is available at the ACCs Langen, Munich and Bremen since the end of 2017. DFS has deployed an IP based (ED137 compliant) last resort radio system at all ACCs until mid 2018. Other ACCs and DFS Towers it will be equipped with VoIP capable VCSs in the course of the regular update cycle. Concerning the implementation of Voice Communication Systems to support VoIP links to the ground radio stations there is no operational or technical need to migrate the ground segment of the radio infrastructure as required in the objective. Furthermore, there is no CBA, which proves a positive effect on the KPA Cost Effectiveness. Therefore, implementations in this technology will be undertaken on a case-by-case basis for replacements related to the regular system life cycle.

31/12/2024

ASP (By:12/2020)

DFS

The Voice Communication System to support VoIP inter-centre telephony is available at the ACCs Langen, Munich and Bremen since the end of 2017. DFS has deployed an IP based (ED137 compliant) last resort radio system at all ACCs until mid 2018. Other ACCs and DFS Towers it will be equipped with VoIP capable VCSs in the course of the regular update cycle. Concerning the implementation of Voice Communication Systems to support VoIP links to the ground radio stations there is no operational or technical need to migrate the ground segment of the radio infrastructure as required in the objective. Furthermore, there is no CBA, which proves a positive effect on the KPA Cost Effectiveness. Therefore, implementations in this technology will be undertaken on a case-by-case basis for replacements related to the regular system life cycle.

- 27%

Late

31/12/2024

COM12

New Pan-European Network Service (NewPENS) Timescales: Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020

17% Ongoing

- In Germany the activities to connect to NewPENS have started. 30/06/2019

ASP (By:12/2024)

DFS DFS has started the activities to connect to NewPENS. - 25% Ongoing 30/06/2019

APO (By:12/2024)

BER FRA DUS MUC

NewPENS, as a network service, DFS will contact the airports for the beginning of migration tasks at the airports. For the time being German airports have no actions planned for the implementation of NewPENS.

- 0%

Not yet planned

-


ENV01 Continuous Descent Operations (CDO) Timescales: - not applicable -

% Not Applicable

EDDB - Berlin - Brandenburg International Airport (Outside Applicability Area)

The objective becomes applicable after the opening of BER Airport. - ASP (By:12/2023)

DFS The objective becomes applicable after the opening of BER Airport. - %

Not Applicable

- APO (By:12/2023) BERLIN BRANDENBURG Airport

The objective becomes applicable after the opening of BER Airport. - %

Not Applicable

-

ENV01

Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023

100% Completed

EDDF - Frankfurt Airport At Frankfurt Airport, CDO procedures are possible but most often not applicable due to heavy traffic load. 31/12/2011

ASP (By:12/2023)

DFS At Frankfurt Airport, CDO procedures are possible but most often not applicable due to heavy traffic load. - 100% Completed

31/12/2010 APO (By:12/2023) FRAPORT AG

At Frankfurt Airport, CDO procedures are possible but most often not applicable due to heavy traffic load. - 100% Completed

31/12/2011

ENV01


100% Completed

EDDH - Hamburg Airport At Hamburg Airport, CDO procedures are published. 31/12/2013

ASP (By:12/2023)

DFS At Hamburg Airport, CDO procedures are published. - 100% Completed 31/12/2013

APO (By:12/2023) HAMBURG Airport At Hamburg Airport, CDO procedures are published. - 100% Completed

31/12/2013


ENV01


100% Completed

EDDK - Cologne - Bonn Airport At Cologne-Bonn Airport, CDO procedures are published. 31/12/2010

ASP (By:12/2023)

DFS At Cologne-Bonn Airport, CDO procedures are published. - 100% Completed

31/12/2010 APO (By:12/2023) COLOGNE - BONN Airport

CDO procedures are implemented at Cologne-Bonn Airport. - 100%

Completed

31/12/2010

ENV01


100% Completed

EDDL - Düsseldorf Airport At Dusseldorf Airport, CDO procedures are published. 11/12/2014

ASP (By:12/2023)

DFS

CDO procedures are published for Düsseldorf, Stuttgart, Nuremberg, Hannover, Leipzig/Halle, Munich and Cologne Airport (see AIP Germany). Although CDO procedures are published, at some airports they are not used due to high traffic density.

- 100%

Completed

11/12/2014

APO (By:12/2023)

DÜSSELDORF Airport

Using CDO as descent technique is within the responsibility of the ANSP. Duesseldorf Airport is supporting the local ANSP as required. Therefore, the SLoA is considered as "Not Applicable".

- %

Not Applicable

-

ENV01


100% Completed

EDDM - München Airport At Munich Airport, CDO procedures are established and mainly used at night. 31/07/2009

ASP (By:12/2023)

DFS At Munich Airport, CDO procedures are established and mainly used at night. - 100% Completed

31/07/2009 APO (By:12/2023) MUNICH Airport

At Munich Airport, CDO procedures are established and mainly used at night. - 100% Completed

28/02/2009


ENV01


100% Completed

EDDN - Nuremberg Airport At Nuernberg Airport, CDO procedures are published. 31/12/2013

ASP (By:12/2023)

DFS At Nuernberg Airport, CDO procedures are published. - 100% Completed 31/12/2013

APO (By:12/2023) NUREMBERG Airport At Nuernberg Airport, CDO procedures are published. - 100% Completed

31/12/2013

ENV01


100% Completed

EDDS - Stuttgart Airport At Stuttgart Airport, CDO procedures are published. 31/12/2010

ASP (By:12/2023)

DFS At Stuttgart Airport, CDO procedures are published. - 100% Completed 31/12/2010

APO (By:12/2023) STUTTGART Airport CDO procedures are implemented at Stuttgart Airport. - 100% Completed

31/12/2010

ENV01


100% Completed

EDDV - Hannover Airport At Hannover Airport, CDO procedures are published. 31/12/2010

ASP (By:12/2023)

DFS At Hannover Airport, CDO procedures are published. - 100% Completed 31/12/2010

APO (By:12/2023) HANNOVER Airport CDO procedures are implemented at Hannover Airport. - 100% Completed

31/12/2010


FCM03

Collaborative Flight Planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017

100% Completed

- DFS is an integrated service provider and as well responsible for ATS en-route service to OAT flights. All functions required to support collaborative flight planning have been implemented in the current DFS ATS systems in 2012 and have been part of the NM test implementations. New agreed ICD requirements will be implemented. The status of the objective will therefore be maintained as "Completed"“.

30/11/2012

ASP (By:12/2017)

DFS

All functions required to support collaborative flight planning have been implemented in the current DFS ATS systems in 2012 and have been part of the NM test implementations. New agreed ICD requirements will be implemented. The status of the objective will therefore be maintained as "Completed“".

- 100%

Completed

30/11/2012

FCM04.1

Short Term ATFCM Measures (STAM) - Phase 1 Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/10/2017

100% Completed

- The implementation of Short Term ATFCM Measures (STAM) - phase 1 is completed. 31/12/2016

ASP (By:10/2017)

DFS The implementation of Short Term ATFCM Measures (STAM) - phase 1 is completed. - 100% Completed

31/12/2016

FCM04.2

Short Term ATFCM Measures (STAM) - Phase 2 Timescales: Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021

0% Planned

- The implementation of Short Term ATFCM Measures (STAM) - phase 2 is planned to be finished within the timeframe of the objective. 31/12/2021

ASP (By:12/2021)

DFS

The implementation of Short Term ATFCM Measures (STAM) - phase 2 is planned to be finished within the timeframe of the objective. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 0%

Planned

31/12/2021


FCM05

Interactive Rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021

0% Planned

- Several implementation activities are ongoing in Germany. Full operational capability of Interactive rolling NOP is planned within the timeframe of the objective. 31/12/2021

ASP (By:12/2021)

DFS

The implementation of Interactive rolling NOP is planned to be finished within the timeframe of the objective. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 0%

Planned

31/12/2021

APO (By:12/2021)

FRAPORT AG

The airports are only responsible for supporting the interactive rolling NOP by providing the necessary data via AOP within the timeframe of the objective. DFS will involve the AOPs for relevant tasks. The provision of airport slot information will be realized via EUACA (European Airport Coordination Association). The EUACA will establish a centralized platform to collect the data from coordinated airports and deliver them to DDR.

- 0%

Not yet planned

-

BERLIN BRANDENBURG Airport


Not Applicable

-

MUNICH Airport

The provision of airport slot information will be realized via EUACA (European Airport Coordination Association). The EUACA will establish a centralized platform to collect the data from coordinated airports and deliver them to DDR.

- 0%

Planned

02/03/2021

DÜSSELDORF Airport

The provision of airport slot information will be realized via EUACA (European Airport Coordination Association). The EUACA will establish a centralized platform to collect the data from coordinated airports and deliver them to DDR.

- 0%

Planned

31/12/2021

FCM06

Traffic Complexity Assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

60% Ongoing

- A Local Traffic Load Management tool is planned to be implemented between 2017 - 2021. The evaluation and validation of the tool has started. DFS systems receive, process and integrate EFD provided by Network Manager.

31/12/2021

ASP (By:12/2021)

DFS

DFS systems receive, process and integrate EFD provided by Network Manager. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 60%

Ongoing

31/12/2021


FCM08

Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021

0% Not yet planned

- The implementation of Extended Flight Plan has not started yet. -

ASP (By:12/2021)

DFS

The implementation of Extended Flight Plan has not started yet. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 0%

Not yet planned

-

INF07

Electronic Terrain and Obstacle Data (eTOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018

1% Late

- The eTOD regulatory framework is not yet established, as the policy has not been fixed. Various actions are ongoing to promote and ensure the availability of electronic terrain and obstacle data. During 2018, several meetings were held in order to implement a stringent eTOD policy and to identify the main issues.

31/12/2021

REG (By:05/2018)

MoT

Various actions are ongoing to promote and ensure the availability of electronic terrain and obstacle data. The connection between ADQ and eTOD is seen as an issue to the eTOD implementation. Terrain data are available in terms of Area 1 to 4 during the course of 2019.

- 3%

Late

31/12/2021

ASP (By:05/2018)

DFS eTOD regulatory framework is not yet established, as the policy has not been fixed. - 0%

Not yet planned

- APO (By:05/2018) BERLIN BRANDENBURG Airport


Not Applicable

-

MUNICH Airport

eTOD regulatory framework is not yet established, as the policy has not been fixed. - 0%

Not yet planned

-

DÜSSELDORF Airport

eTOD regulatory framework is not yet established, as the policy has not been fixed. - 0%

Not yet planned

-

FRAPORT AG

Due to the fact that German eTOD regulatory framework is not yet established, planning activities have not started. The collection, management and provision of eTOD data is considered within an ADQ project in cooperation of the ADV task force. The project is finished in the meantime.

- 0%

Not yet planned

-


INF08.1

Information Exchanges using the SWIM Yellow TI Profile Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024

4% Ongoing

- Implementation activities for INF08.1 are ongoing at DFS. 31/12/2024

ASP (By:12/2024)

DFS

Based on substantial participation in SWIM research and implementing project activities, DFS understands that there is no such thing as a “local common infrastructure components, i.e. the Registry and PKI”. Therefore, actual DFS implementation progress cannot be adequately reflected in this template. Nevertheless, implementation activities for INF08.1 are ongoing at DFS.

- 10%

Ongoing

31/12/2024

MIL (By:12/2024)

MIL The implementation of information exchange using the SWIM Yellow TI Profile has not been planned yet for German MIL.


- APO (By:12/2024)

FRAPORT AG

A B2B interface to the Network Manager will be implemented, which is based on Swim Yellow TI Profile. It will serve the FPL exchange with NM.

- 3% Ongoing

31/12/2024

BER DUS MUC - - 0%

Not yet planned

-

ITY-ACID

Aircraft Identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020

92% Ongoing

- The first milestone of IR 1206/2011 set for 2012 is already fulfilled. At the latest, by 2 January 2020, the cooperative surveillance chain has the necessary capability to allow establishing individual aircraft identification using the downlinked aircraft identification feature.

02/01/2020

ASP (By:01/2020)

DFS

The first milestone of IR 1206/2011 set for 2012 is already fulfilled. At the latest, by 2 January 2020, the cooperative surveillance chain has the necessary capability to allow establishing individual aircraft identification using the downlinked aircraft identification feature.

- 92%

Ongoing

02/01/2020


ITY-ADQ

Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017

65% Late

- The ADQ implementation in Germany is ongoing. Due to the late availability of means of compliance for the ADQ Implementing Rule as well as industry's lack of providing reliable COTS software solutions in due time, Germany is unable to comply with the dates set in this regulation. Respective information has been published in the German AIP. In the area of responsibility of the DFS, new aeronautical data is processed according to the requirements of EU Regulation 73/2010. The fulfilment of the requirements of EU Regulation 73/2010 cannot be assured for data that was already collected before the introduction of the new ADQ compliant procedures. These data will be updated in the normal update process of the data.

31/12/2029

REG (By:06/2017)

MoT

ANSP, states, airports and surveyors are informed about the IR on Aeronautical Data Quality and its deadlines. ADQ implementation in Germany is ongoing. Due to the late availability of means of compliance for the ADQ Implementing Rule Germany was unable to comply with the first dates set in the regulation. Respective information has been published in the German AIP.

- 20%

Late

31/12/2020

NSA For the NSA part, see the MoT comment. - 20% Late 31/12/2020

ASP (By:06/2017)

DFS

The ADQ implementation project in DFS is completed. New aeronautical data is processed according to the requirements of 73/2010. This statement cannot be made for data that was already collected before the introduction of the new procedures. These data will be updated in the normal update process of the data. Respective information has been published in the German AIP.

AIM Task Force / FABEC

AIM Task Force

91%

Late

31/12/2029


Munich Airport plans to finish ADQ implementation until the end of 2019. - 90% Late

31/12/2019

DÜSSELDORF Airport

Duesseldorf Airport has started to work on the ADQ matter. The German Airports Association (ADV) and the Association of Regional Airports (IDRF) have created a task force to deal with the requirements of the ADQ Implementing Rule.

- 16%

Late

31/12/2019

FRAPORT AG Fraport completed all SLoAs of the objective. - 100% Completed

31/12/2017 BERLIN BRANDENBURG Airport


Not Applicable

-


ITY-AGDL

Initial ATC Air-Ground Data Link Services Timescales: Entry into force: 06/02/2009 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020

100% Completed

- Data link functions are provided in accordance with DLS IR. The respective ATS system is upgraded accordingly. 31/12/2013

REG (By:02/2018)

NSA

ANSPs within the area of responsibility of the BAF (German NSA) are informed about new applicable regulations. Information about the implementation status is part of the national oversight process.

- 100%

Completed

31/12/2013

ASP (By:02/2018)

DFS Data link functions are provided in accordance with DLS IR in Karlsruhe UAC. Training programs and operations manuals are available and in use.

iCAS (iTEC Center

Automation System)

100%

Completed

31/12/2012

MIL (By:01/2019)

MIL

Systems procurement by the military differs from the civil stakeholders, in particular as regards budgetary constraints, political decisions, longer procurement cycles and no fleet management, enabling the military to buy COTS products. These shortcomings may cause delays. According Art 3, para 5, of EU 29/2009 German MoD decided to equip new transport aircraft A 400 M with AGDL, however VDL Mode 2 Standard, according Annex 4, Part B will be available with system upgrade SOC 3 in 2019.

- 100%

Completed

28/02/2013

ITY-AGVCS2

8,33 kHz Air-Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020

55% Late

- The implementation of air-ground voice channel spacing requirements below FL195 in Germany is ongoing and planned to be finished in 2020. 31/12/2020

REG (By:12/2018)

NSA

Following Annex II of Commission Regulation (EU) No 677/2011 - The radio frequency function-, Part A, Germany has nominated the NSA as the national frequency manager. The NSA assures that aeronautical frequency assignments are made, modified and published in accordance with EU regulations. The correct and efficient usage is ensured as well.

- 62%

Late

31/12/2020

MIL See State comment. - 5% Late 31/12/2019

ASP (By:12/2018)



DFS DFS plans to finish the implementation of air-ground voice channel spacing requirements below FL195 in the year 2020.

RASUM 8.33

(Radio Site Upgrade

and Modernisa

tion)

82%

Late

31/12/2020

MIL (By:12/2020)

MIL It is planned to have all military aircraft equipped according the relevant requirements until 2019. - 25% Ongoing

31/12/2019 APO (By:12/2018)

MUNICH Airport

The SLoAs APO01 and APO02 are considered as "Not Applicable" for the airports because frequency management falls under the responsibility of the German ANSP and for the equipment of vehicles, relevant airport areas are strictly restricted to vehicles that are properly equipped. The respective personnel is trained according to the requirements. All personnel operating aviation radios hold Radio telephony certificates, as it is mandatory in Germany.

- 100%

Completed

31/01/2012



Not Applicable

-

FRAPORT AG


- 100%

Completed

31/01/2012

DÜSSELDORF Airport


- 100%

Completed

31/01/2012


ITY-FMTP

Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014

54% Late

- The German implementation of FMTP is ongoing. The upgrade of DFS systems to TCP/IPv6 in accordance with the SES-IR 633/2007 is completed. Depending on the ability of neighbouring partners to support FMTP, the system is put into service. The relevant oversight processes are established and for the military FMTP will be implemented further to the procurement of ASR-S until 2019. Air Defence Control Units are foreseen for the establishment of procedures for notification, coordination, and transfer of the flights between military and civil ATS units

31/12/2019

ASP (By:12/2014)

DFS

Upgrade of DFS systems to TCP/IPv6 in accordance with the SES-IR 633/2007 is completed. Depending on the ability of neighbouring partners to support FMTP, the system is put into service.

iCAS (iTEC Center

Automation System)

100%

Completed

31/12/2014


MIL (By:12/2014)

MIL FMTP will be implemented further to procurement of ASR-S. - 10% Late

31/12/2019

ITY-SPI

Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020

75% Ongoing

- For the German NSA and for DFS the implementation of the requirements derived from Regulation (EU) No 1207/2011 is completed. The requirements for the German military are planned to be implemented within the time frame of the objective until 2020.

07/06/2020

REG (By:02/2015)

NSA The acceptance of safety assessments for changes is part of the oversight process. - 100% Completed

31/12/2012 ASP (By:02/2015)

DFS

The implementation of the requirements derived from Regulation (EU) No 1207/2011 is completed. The conduction of safety assessments for changes is part of the DFS Safety Management System and training programmes are updated.

- 100%

Completed

31/12/2013

MIL (By:06/2020)

MIL Most of the military aircraft are equipped with Mode-S Elementary Surveillance. An exemption regulation is agreed with the German NSA.

- 33% Ongoing

07/06/2020


NAV03.1

RNAV 1 in TMA Operations Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023

82% Ongoing

- The concept for RNAV 1 implementation has been finished in 2017 and the first RNAV 1 procedures at Frankfurt/Hahn Airport have been implemented in the same year. In 2019, the next package of procedures for the airports of Hamburg (EDDH), Hamburg/Finkenwerder (EDHI), Luebeck (EDHL) and Kiel (EDHK) will be implemented. There are no military aerodromes with P-RNAV procedures. Only aircraft of the MOD special air transport wing (Flugbereitschaft BMVg) are equipped with RNAV equipment. Respective aircrews are trained in RNAV TMA procedures.

31/12/2023

ASP (By:12/2023)

DFS

The concept for RNAV 1 implementation has been finished in 2017 and the first RNAV 1 procedures at Frankfurt/Hahn Airport have been implemented in the same year. In 2019, the next package of procedures for the airports of Hamburg (EDDH), Hamburg/Finkenwerder (EDHI), Luebeck (EDHL) and Kiel (EDHK) will be implemented.

- 82%

Ongoing

31/12/2023

NAV03.2

RNP 1 in TMA Operations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2023

55% Ongoing

- Currently for SIDs and approaches, the implementation is ongoing. There are no plans to implement RNP 1 arrival procedures in TMA operations. 31/12/2023

ASP (By:12/2023)

DFS

Currently for SIDs and approaches, the implementation is ongoing. There are no plans to implement RNP 1 arrival procedures in TMA operations. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 55%

Ongoing

31/12/2023

NAV10

RNP Approach Procedures with Vertical Guidance Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2023

100% Completed

- APV/Baro and/or APV/SBAS procedures are published and implemented in accordance with ICAO Assembly resolution A37-11. 30/04/2011

REG (By:12/2023)

MoT/NSA Germany has published relevant regulatory material on APV procedures for aircraft operators. - 100% Completed

30/04/2011 ASP (By:12/2023)

DFS APV/Baro and/or APV/SBAS procedures are published and implemented in accordance with ICAO Assembly resolution A37-11.

- 100% Completed

31/12/2010


SAF11

Improve Runway Safety by Preventing Runway Excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

100% Completed

- The required actions for the improvement of runway safety by preventing runway excursions are considered completed for DFS and the reported airports. 31/12/2013

REG (By:01/2018)

NSA The required actions for the improvement of runway safety by preventing runway excursions have been finished by 12/2013.

- 100% Completed

31/12/2013

ASP (By:12/2014)

DFS

Regarding the DFS as main service provider, the European Action Plan for the Prevention of Runway Excursions (EAPPRE) has been examined. The relevant recommendations in section 3 are covered by existing procedures and measures (e.g. Local Runway Safety Teams; adherence to ICAO provisions; Safety Training and Briefings). Their implementation is monitored and documented in a database. For the military, the objective is considered as "Not Applicable" because the European Action Plan for the Prevention of Runway Excursions is not mandatory for the Military. Nevertheless, military aerodromes have a military flight safety committee and the practices and procedures relating to runway operations are in compliance with ICAO provisions. Where military necessity require different handling, it may be possible to deviate from ICAO provisions.

- 100%

Completed

31/12/2013

APO (By:12/2014)

MUNICH Airport

The implementation of the appropriate parts of the European Action Plan for the prevention of Runway Excursions is completed for the reported airports.

- 100% Completed

31/07/2010

DÜSSELDORF Airport


- 100% Completed

31/12/2013


The objective becomes applicable for BER only after the opening of BER Airport. - %

Not Applicable

-

FRAPORT AG


- 100% Completed

31/12/2013


Additional Objectives for ICAO ASBU Monitoring

AOM21.1

Direct Routing Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017

100% Completed

- Direct Routing has been implemented in German airspace. 31/12/2015

ASP (By:12/2017)

DFS

Direct Routing has been implemented in German airspace. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.

- 100%

Completed

31/12/2015

ATC02.2

Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013

100% Completed

- STCA level 2 is effectively implemented in all German UAC/ACCs. German APP units, which are responsible for TMAs, are integrated in the ACCs. Eurocontrol specifications have the value of an AMC and, therefore, will not be made mandatory by the REG Authority. Specifications are subject to safety oversight by BAF. Any new safety significant changes to the existing system must meet the requirements of EC Regulation 1315/2007 and are assessed by BAF prior to putting into service.

31/12/2008

ASP (By:01/2013)

DFS STCA level 2 is implemented in all German UAC/ACCs. German APP units, which are responsible for TMAs, are integrated in the ACCs.

- 100% Completed

31/12/2008


ATC16

Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015

100% Completed

- ACAS monitoring system is in place. The CAA has evidence on the status of compliance with regulatory provisions for ACAS II (TCAS 7.1) for aircraft and aircraft operators in the State of Registry under the NSA oversight. The German military is regarding the implementation of this objective with the procurement of new transport-type aircraft. The delivery of the A 400 M started in 2014.

31/12/2015

REG (By:12/2015)

NSA

The CAA has evidence on the status of compliance with regulatory provisions for ACAS II (TCAS 7.1) for aircraft and aircraft operators in the State of Registry under the NSA oversight.

- 100%

Completed

30/11/2011

ASP (By:03/2012)

DFS ACAS monitoring system is in place. - 100% Completed 31/08/2010

MIL (By:12/2015)

MIL

With the procurement of new transport-type aircraft, the objective is regarded. The new A 400 M transport aircraft is delivered starting 2014 with a compliant ACAS equipment.

- 100%

Completed

31/12/2015

FCM01

Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006

100% Completed

- The ETFMS Programme consists of 4 phases (milestones). Germany is participating in Phase 1, the adaptation of ATS systems to provide data to ETFMS. This work is currently on time: reception and processing of ATFM data and provision of information on flight activation is implemented in the STANLY System, which connects all German ACCs with the CFMU. There is an intention to provide additional data. The primary benefit will be the optimised utilisation of unused capacity through a better availability of information in the CFMU (CFMU will be able to take ATFM decisions based on actual traffic rather than planned traffic), with additional safety benefits and the reduction of costs by reduced delays. ATFM measures from the CFMU apply only for GAT, which lies in the responsibility of the DFS. In case of military flights are concerned the information will be shared by the DFS.

31/12/2006

ASP (By:07/2014)

DFS Same as in the overall comment. - 100% Completed 31/12/2006


ITY-COTR

Implementation of ground-ground automated co-ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012

91% Late

- FDP systems capable of providing information required for display, processing and compilation of exchanged system information are implemented at all DFS Control Centres. OLDI messages ABI and ACT/ are in operational use. The messages REV and MAC are technically available. Stepwise introduction will be achieved in cooperation between adjacent ATC units. Due to the existing civil-military integration flight data, BFD/CFD is only provided for information purposes to air defence units. The data link supporting OLDI messages LOF/NAN are implemented. For the regulator the service providers are responsible for developing safety assessments and actions are subject to the regulatory safety oversight. For the military, the implementation of a ground-ground automated co-ordination process is aligned with initial operation of ASR-S. The first 11 systems of ASR-S were taken into operation by the end of 2018.

31/12/2019

ASP (By:12/2012)

DFS

FDP systems capable of providing information required for display, processing and compilation of exchanged system information are implemented at all DFS Control Centres. OLDI messages ABI and ACT/ are in operational use. The messages REV and MAC are technically available. Stepwise introduction will be achieved in cooperation between adjacent ATC units. Due to the existing civil-military integration, flight data BFD/CFD is only provided for information purposes to air defence units. The data link supporting OLDI messages LOF/NAN are implemented.

- 100%

Completed

31/12/2012

MIL (By:12/2012)

MIL

With the rollout of ASR-S, military ATS units will be able to send ACT messages to DFS centres according to OLDI standards. The first 11 systems of ASR-S were taken into operation by the end of 2018. However, the capability of exchanging OLDI messages is linked to the electronic control strip function, which could not be realised with the first systems of ASR-S. It is expected, that this function will be developed and become operational in 2019.

- 10%

Late

31/12/2019


Local Objectives

Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area.

AOP14 Remote Tower Services Applicability and timescale: Local 10% Ongoing

EDDC - Dresden Airport The implementation of Remote Tower Services for Dresden Airport is ongoing and planned to be finished at the end of 2022. The Services will be provided from Leipzig, where the DFS Remote Tower Centre is located.

31/12/2022

AOP14 Remote Tower Services Applicability and timescale: Local 25% Ongoing

EDDE - Erfurt-Weimar Airport The implementation of Remote Tower Services for Erfurt Airport is ongoing and planned to be finished at the end of 2020. The Services will be provided from Leipzig, where the DFS Remote Tower Centre is located.

31/12/2020

AOP14 Remote Tower Services Applicability and timescale: Local 100% Completed

EDDR - Saarbrucken Airport The implementation of Remote Tower Services for Saarbruecken Airport was finished in December 2018. The Services are provided from Leipzig, where the DFS Remote Tower Centre is located.

04/12/2018

ATC18 Multi-Sector Planning En-route - 1P2T Applicability and timescale: Local

% Not yet planned

- DFS does not plan to implement Multi Sector Planning function at its Control Centres. -

ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local % Not

Applicable EDDB - Berlin - Brandenburg International Airport

The objective becomes applicable after the opening of BER Airport. Germany has a strict federal legislation on protection against aviation noise. In this context, Noise Abatement Commissions are established at airports where, inter alia, the environmental impact of air traffic procedures is being discussed. Environmental implications of aircraft operations are also part of the initial tower controller training.

-

ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local 100% Completed

EDDF - Frankfurt Airport Germany has a strict federal legislation on protection against aviation noise. In this context, Noise Abatement Commissions are established at airports where, inter alia, the environmental impact of air traffic procedures is being discussed. Environmental implications of aircraft operations are also part of the initial tower controller training.

31/12/2012



EDDL - Düsseldorf Airport Germany has a strict federal legislation on protection against aviation noise. In this context, Noise Abatement Commissions are established at airports where, inter alia, the environmental impact of air traffic procedures is being discussed. Environmental implications of aircraft operations are also part of the initial tower controller training.

31/01/2013


EDDM - München Airport Germany has a strict federal legislation on protection against aviation noise. In this context, Noise Abatement Commissions are established at airports where, inter alia, the environmental impact of air traffic procedures is being discussed. Environmental implications of aircraft operations are also part of the initial tower controller training.

31/07/2007

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local % Not yet

planned EDDF - Frankfurt Airport

New CCO procedures will be developed and verified from different points of view before implementing new operations at Frankfurt airport. DFS, as main service provider, in close cooperation with aircraft operators facilitates the techniques of continuous climb whenever practicable and workload permitting. The current practice is supplying a sufficient amount of capacity to satisfy operational needs of Air Traffic Control and airspace operators.

-

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft Applicability and timescale: Local

% Not yet planned

- Currently no Optimised Low-Level IFR Routes in TMA for Rotorcraft have been implemented nor published. A national working group between MoT, DFS, MoD and German NSA is currently working on general principles of IFR in airspace class "G", as Germany at the moment is not allowing this. When general regulations and rules are defined, the appropriate routes can follow.

-


ANNEXES

Specialists involved in the ATM implementation reporting for Germany

LSSIP Co-ordination LSSIP Focal Points Organisation Name

LSSIP National Focal Point for Germany

Assigned by the Federal Supervisory Authority for Air Navigation Services (BAF)

Ralf REISER

LSSIP Focal Point for NSA/CAA Federal Supervisory Authority for Air Navigation Services (BAF)

André MÜHLIG

LSSIP Focal Point for ANSP DFS Deutsche Flugsicherung GmbH Ralf REISER

LSSIP Focal Point for Airport Federal Ministry of Transport and Digital Infrastructure (MoT) Department LF 15

LSSIP Focal Point for Military German Military Aviation Authority (LufABw) Benjamin SEVERIN

EUROCONTROL LSSIP Support Function Directorate Name

LSSIP Contact Person DECMA/ACS/PRM Jorge PINTO


National stakeholders’ organisation charts Federal Ministry of Transport and Digital Infrastructure

Here below is an overview of the part of MoT, which manages ATM matters in Germany


Federal Ministry of Defence


Federal Supervisory Authority for Air Navigation Services


German Military Aviation Authority – (LufABw)


Federal Office of Civil Aviation - Civil Aviation Authority


DFS Management Organisation


Deutscher Wetterdienst DWD (Organisational chart with focus on Aeronautical Meteorology Services)

Link to the full DWD organisational chart on the DWD web page: www.dwd.de/SharedDocs/downloads/EN/general/organisationchart.pdf

http://www.dwd.de/SharedDocs/downloads/EN/general/organisationchart.pdf


Implementation Objectives’ links with SESAR, ICAO and DP

Objective SESAR

Key Feature ICAO ASBU B0 and B1

DP Family

AOM13.1

- -

AOM19.1 B1-FRTO B1-NOPS

3.1.1 ASM Tool to support AFUA


3.1.2 ASM management of real time airspace data


3.1.3 Full rolling ASM/ATFCM process and ASM information sharing


3.1.4 Management of dynamic airspace configurations

AOM21.1

B0-FRTO -

AOM21.2 B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing 3.2.4 Implement Free Route Airspace

AOP04.1

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP04.2

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP05

B0-ACDM B0-RSEQ

2.1.1 Initial DMAN 2.1.3 Basic A-CDM

AOP10

B1-RSEQ 2.3.1 Time Based Separation (TBS)

AOP11

B1-ACDM 2.1.4 Initial Airport Operations Plan (AOP)

AOP12 - 2.1.2 Electronic Flight Strips (EFS) 2.5.1 Airport Safety Nets associated with A-SMGCS level 2 2.5.2

AOP13

B1-ACDM B1-RSEQ

2.4.1 A-SMGCS Routing and Planning Functions

AOP14

B1-RATS -

ATC02.2 B0-SNET -

ATC02.8 B0-SNET B1-SNET

3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC02.9 B0-SNET B1-SNET

-

ATC07.1

B0-RSEQ 1.1.1 Basic AMAN

ATC12.1

B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC15.1

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC15.2

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC16 B0-ACAS -


Objective SESAR


DP Family

ATC17

- 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC18

- No direct link, although implementation is recommended in Family 3.2.1

COM10

- -

COM11 - 3.1.4 Management of Dynamic Airspace Configurations 3.2.1 Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA)

COM12

B1-SWIM

5.1.2 NewPENS: New Pan-European Network Service 5.2.1 Stakeholders Internet Protocol Compliance

ENV01 B0-CDO B1-CDO

-

ENV02

- -

ENV03

B0-CCO -

FCM01 B0-NOPS -

FCM03

B0-NOPS 4.2.3 Interface ATM systems to NM systems

FCM04.1

- 4.1.1 STAM phase 1

FCM04.2

B0-NOPS 4.1.2 STAM phase 2

FCM05 B1-ACDM B1-NOPS

4.2.2 Interactive Rolling NOP 4.2.4 AOP/NOP Information Sharing

FCM06

B1-NOPS 4.4.2 Traffic Complexity tools

FCM07 B1-NOPS 4.3.1 - Target Time for ATFCM purposes 4.3.2 - Reconciled target times for ATFCM and arrival sequencing

FCM08

B1-FICE 4.2.3 Interface ATM systems to NM systems

FCM09

B1-NOPS -

INF04 B0-DATM -

INF07

- 1.2.2 Geographical database for procedure design

INF08.1 B1-DATM B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.3.1, 5.4.1, 5.5.1, 5.6.1

INF08.2 B1-DATM B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.6.2

ITY-ACID

- -

ITY-ADQ

B0-DATM 1.2.2 Geographical database for procedure design

ITY-AGDL

B0-TBO

6.1.1 ATN B1 based services in ATSP domain 6.1.3 A/G and G/G Multi Frequency DL Network in defined European Service Areas 6.1.4 ATN B1 capability in Multi Frequency environment in Aircraft Domain

ITY-AGVCS2

- -

ITY-COTR B0-FICE -


Objective SESAR


DP Family

ITY-FMTP B0-FICE B1-FICE

-

ITY-SPI

B0-ASUR -

NAV03.1 B0-CDO B0-CCO

B1-RSEQ -

NAV03.2 B1-RSEQ 1.2.3 RNP 1 Operations in high density TMAs (ground capabilities) 1.2.4 RNP 1 Operations (aircraft capabilities)

NAV10 B0-APTA 1.2.1 RNP APCH with vertical guidance 1.2.2 Geographic Database for procedure design

NAV12

B1-APTA -

SAF11

- -

Legend:

Objective’s link to SESAR Key Feature:


High Performing Airport Operations




Glossary of abbreviations

This Annex mostly shows only the Abbreviations that are specific to the LSSIP Germany.

Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/sites/default/files/content/documents/official-documents/guidance/Glossaries.pdf

Term Description

BAF Federal Supervisory Authority for Air Navigation Services

BFU Federal Bureau of Aircraft Accident Investigation

BGIS Bundeswehr Geoinformation Service

BMI Federal Ministry of the Interior

BMUB Federal Ministry for the Environment, Nature Conservation, Building and Nuclear Safety

BMVg Federal Ministry of Defence

BMVI Federal Ministry of Transport and Digital Infrastructure

BMVIT Federal Ministry of Transport, Innovation and Technology of Austria

BRISE/ErNoCen Update Project for VoIP in Centre Bremen

CAPTS Cooperative Area Precision Tracking System (Multilateration)

DFS German Air Navigation Services

DLR German Aerospace Center

DLR GfR Gesellschaft für Raumfahrtanwendungen (GfR) mbH (Air Navigation Service Provider) at Deutsche Zentrum für Luft- und Raumfahrt e. V.

DWD German Meteorological Service

EASI DFS Project: EAD AIM System Integration

e-EAD Enhanced European Aeronautical Database

FAST MS Frankfurt Airport Surface Traffic Management System

GAF German Air Force

GAFHQ German Air Force Headquarters

GenFlSichBw Director Bundeswehr Aviation Safety

GS_2 Intercom System Next Generation

iCAS iTEC Centre Automation System

iTEC Interoperability Through European Cooperation

LBA Federal Office of Civil Aviation – Civil Aviation Authority

LF Directorate General for Civil Aviation

LufABw German Military Aviation Authority

MaRS DFS Project for Modernisation and Replacement of Surveillance Infrastructure

P1/ATCAS Air Traffic Control Automation System

RASUM DFS Programme for Radio Site Upgrade and Modernisation

TANGe Tower ATS System Next Generation

