LOCAL SINGLE SKY IMPLEMENTATION - Eurocontrol · 2020. 5. 28. · The MoD is nevertheless...

EUROCONTROL

2019Level 1 - Implementation Overview

LSSIP 2019 - GERMANYLOCAL SINGLE SKY IMPLEMENTATION

LSSIP Year 2019 Germany - Level 1 Released issue

Document Title LSSIP Year 2019 for Germany

Info Centre Reference 20/01/15/17

Date of Edition 15/05/2020

LSSIP Focal Point Ralf Reiser – DFS [email protected]

LSSIP Contact Person Goran Pavlović – EUROCONTROL/NMD/INF/PAS [email protected]

LSSIP Support Team [email protected]

Status Released

Intended for Agency Stakeholders

Available in https://www.eurocontrol.int/service/local-single-sky-implementation-monitoring

Reference Documents

LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation-monitoring

Master Plan Level 3 – Plan Edition 2019

https://www.eurocontrol.int/publication/european-atm-master-plan-implementation-plan-level-3-2019

Master Plan Level 3 – Report Year 2019

https://www.eurocontrol.int/publication/european-atm-master-plan-implementation-report-level-3-2019

European ATM Portal https://www.atmmasterplan.eu/

STATFOR Forecasts https://www.eurocontrol.int/statfor

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]



https://www.eurocontrol.int/service/local-single-sky-implementation-monitoring








https://www.atmmasterplan.eu/

https://www.eurocontrol.int/statfor

https://www.eisenschmidt.aero/

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


APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2019 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2019.

Stakeholder / Organisation

Name Position Signature and date

Federal Ministry of Transport and Digital Infrastructure

Dirk NITSCHKE Director Air Navigation Services Division (LF 17)


Ulrich-Martin STIEHL Director Aerodromes Division (LF 15)

DFS Deutsche Flugsicherung GmbH

Professor Klaus-Dieter SCHEURLE

Chief Executive Officer

Federal Ministry of Defence

Oberst i.G. Armin HAVENITH

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


Ralf REISER LSSIP Focal Point DFS (German FP)

EUROCONTROL Agency Goran PAVLOVIĆ LSSIP Contact Person for Germany


TABLE OF CONTENTS

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

Introduction ..................................................................................................... 10

1. National ATM Environment .......................................................... 11 Geographical Scope .......................................................................................... 11 National Stakeholders ...................................................................................... 19

2. Traffic and Capacity ...................................................................... 33 Evolution of traffic in Germany ........................................................................ 33 Bremen ACC ...................................................................................................... 34 Langen ACC ....................................................................................................... 38 Karlsruhe UAC ................................................................................................... 42 Munich ACC ...................................................................................................... 47

3. Implementation Projects .............................................................. 51 National projects .............................................................................................. 51 FAB projects ...................................................................................................... 53 U-Space demonstration projects ...................................................................... 59

4. Cooperation activities ................................................................... 61 FAB Co-ordination............................................................................................. 61 Multinational cooperation initiatives ............................................................... 61

5. Implementation Objectives Progress ............................................ 64 State View: Overall Objective Implementation Progress ................................. 64 Objective Progress per SESAR Key Feature ...................................................... 66 ICAO ASBU Implementation Progress .............................................................. 71 Detailed Objectives Implementation progress ................................................. 72

6. Annexes ...................................................................................... 120 A. Specialists involved in the ATM implementation reporting for Germany ..... 120 B. National stakeholders organisation charts ..................................................... 121 C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more .... 128 D. Implementation of U-Space Services ............................................................. 133 E. SESAR Solutions implemented in a voluntary way ......................................... 141 F. Military Organisations Infrastructure ............................................................. 149 G. Glossary of abbreviations ............................................................................... 150

LSSIP Year 2019 Germany - Level 1 1 Released issue

Executive Summary

National ATM Context

Germany (DE) is a member state of the European Union. Germany participates also in all 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 defense 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 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 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.

The German aerodrome landscape consists of, among others, larger international and smaller so-called regional airports (see Chapter 1.1). Frankfurt, Munich, Berlin Brandenburg and Düsseldorf airports are covered in this LSSIP edition as well as the Non-PCP airports Hamburg, Hannover, Cologne-Bonn, Nuremberg and Stuttgart. According to Article 6 of the German Aviation Act (LuftVG), the construction and operation of aerodromes are subject to prior approval, issued by the competent aeronautical authority of the federal state acting on federal commission relating to civil aerodromes. 16 federal states (Länder) make up the Federal Republic of Germany. As principle enshrined in the German Basic Law this federal system means that many political decisions are taken in the Länder. In accordance with Article 87d (1) Basic Law civil air transport administration shall be conducted under federal administration. By a federal law requiring the consent of the German Bundesrat (upper house of the German parliament), responsibilities for air transport administration may be delegated to the Länder acting on federal commission (Article 87d (2) Basic Law). In this regard § 31 (2) of the German Aviation Act delegates parts of the air transport administration responsibilities on federal commission to the Länder (so i.a. § 31 (2) point 4 relating to the approval of aerodromes, see above). Therefore, there are aviation authorities at federal level and at Federal State level.


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 2019 was characterised by a traffic increase of 0.2% compared to 2018 within the area of responsibility of DFS (with -0.4% during summer 2019 - from May to October) (The source for traffic and delay data in this summary is NMIR; delay data have been corrected to include post-ops adjustments).

The en-route Average Delay per Movement (ADM) “all causes” reached 1.45 minutes per flight in 2019, which represents an improvement compared with 2018, when this indicator amounted to 1.64 min/flight. In the summer, the en-route ADM “all causes” reached 1.89 min/flight (compared with 2.42 min/flight in the previous year). The main causes of en-route ATFM delay in the summer season were “ATC Capacity” (55.9%), “Weather” (23.7%) and “ATC Staffing” (14.9%). The ACC with the highest share of en-route ATFM delay was Karlsruhe UAC (67.7% for the entire year, 64.2% in the summer).

A network-wide initiative, the so-called eNM/S19, was set in place from 25 April until 6 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. In the context of the delay reattribution process linked to this initiative, additional 0.09 min/flight due to “ATC Capacity” and 0.07 min/flight due to “Weather” were reattributed to DFS from other ANSPs (this amount of delay is not included in the figures presented in the previous paragraph).

The EUROCONTROL Seven-Year Forecast, published in October 2019, predicts a traffic increase of 1.6% for 2020 in Germany compared to 2019, as well as an average annual growth rate of 1.3% between 2019 and 2025 according to the baseline scenario.

DFS expects a traffic growth of 0.5% for the year 2020 within its area of responsibility and an average annual growth rate of 1.3% between 2019 and 2025.

In Bremen ACC, ADM “all causes” reached 0.86 min per flight in 2019 (1.36 min/flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (66.6%) and “Weather” (26.0%). The implementation of the new ATM system iCAS is planned for the winter period 2022/2023; the new Berlin Brandenburg Airport is expected to open in October 2020.

In Langen ACC, ADM “all causes” amounted to 0.59 min per flight in 2019 (0.80 min/flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (51.9%), “ATC Staffing” (25.0%) and “Weather” (19.1%). The implementation of the new ATM system iCAS is scheduled for the winter period 2023/2024.

In Munich ACC, ADM “all causes” amounted to 0.09 min per flight in 2019 (0.15 min/flight in the summer). “Weather” was the main reason for en-route ATFM delay in the summer (85.2%), followed by “ATC Capacity” (14.1%). The implementation of the new ATM system iCAS is scheduled for the winter period 2021/2022.

In Karlsruhe UAC, ADM “all causes” amounted to 1.67 min per flight in 2019 (2.13 min/flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (56.5%), “Weather” (21.5%) and “ATC Staffing” (15.0%). The implementation of the new ATM system iCAS, which will replace the current iCAS system in Karlsruhe UAC, is scheduled for the winter period 2024/2025.


Summer Forecast (May to October inclusive):

Summer delay (per ACC):

BREMEN ACC LANGEN ACC KARLSRUHE UAC MUNICH ACC

Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline (Pre-SESAR and SESAR1 non-PCP) and the PCP elements.

It shows the average implementation progress for all objectives grouped by SESAR Phases, excluding those for which the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3) 2019, i.e. disregarding the declared “NOT APPLICABLE” LSSIP progress status.

The SESAR 1 (non-PCP) progress in the graphics below for this State is based on the following objectives: AOP14, AOP15, AOP16, AOP18, ATC02.9, ATC18, ATC19, ATC20 and COM11.2.

Pre-SESAR Phase 2000 2030

79%

SESAR 1 (PCP only) 2011 2024

32%

SESAR 1 (non-PCP) 2013 2030

30%

+0.2% 2019

0.0% & 2.5%

2020-2024

2018 2019 0.25 1.36

2018 2019 0.77 0.79

2018 2019 3.18 2.13

2018 2019 0.45 0.15


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.

ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. 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 5.3 – ICAO ASBU Implementation Progress.

Block 0 2000 2024

79%

Optimised ATM Network Services

100 %

Pre-

SESA

R Ph

ase

35 %

SESA

R 1

(PCP

onl

y)

n/a

SESA

R 1

(non

-PCP

)

Advanced Air Traffic Services

81 %

Pre-

SESA

R Ph

ase

77 %

SESA

R 1

(PCP

onl

y)

40 %

SESA

R 1

(non

-PCP

)

High Performing Airport Operations

78 %

Pre-

SESA

R Ph

ase

22 %

SESA

R 1

(PCP

onl

y)

26 %

SESA

R 1

(non

-PCP

)

Enabling the Aviation Infrastructure

68 %

Pre-

SESA

R Ph

ase

23 %

SESA

R 1

(PCP

onl

y)

20 %

SESA

R 1

(non

-PCP

)


ATM Deployment Outlook

Deployed in 2018 - 2019 - ASM Support Tools to Support Advanced FUA (AFUA) AOM19.1 - 100 % progress

- New Pan-European Network Service (NewPENS) COM12 - 58 % progress - Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 - 91 % progress - Aircraft Identification ITY-ACID - 92 % progress - Information Exchange with En-route in Support of AMAN ATC15.1 - 94 % progress

- Short Term ATFCM Measures (STAM) - Phase 2 FCM04.2 - 00 % progress - Management of Pre-defined Airspace Configurations AOM19.4 - 40 % progress - Free Route Airspace AOM21.2 - 40 % progress - Extended Flight Plan FCM08 - 05 % progress - Full Rolling ASM/ATFCM Process and ASM Information Sharing AOM19.3 - 25 % progress - Traffic Complexity Assessment FCM06 - 50 % progress - Interactive Rolling NOP FCM05 - 00 % progress

- Implementation of ground-ground automated co-ordination processes ITY-COTR - 91 % progress - Common Flight Message Transfer Protocol (FMTP) ITY-FMTP - 60 % progress - Electronic Terrain and Obstacle Data (eTOD) INF07 - 01 % progress - 8,33 kHz Air-Ground Voice Channel Spacing below FL195 ITY-AGVCS2 - 52 % progress

- ASM Management of Real-Time Airspace Data AOM19.2 - 30 % progress - RNP Approach Procedures to instrument RWY NAV10 - 55 % progress - Voice over Internet Protocol (VoIP) in En-Route COM11.1 - 20 % progress - Voice over Internet Protocol (VoIP) in Airport/Terminal COM11.2 - 20 % progress - Information Exchanges using the SWIM Yellow TI Profile INF08.1 - 10 % progress - Surveillance Performance and Interoperability ITY-SPI - 65 % progress - Ensure Quality of Aeronautical Data and Aeronautical Information ITY-ADQ - 70 % progress - RNAV 1 in TMA Operations NAV03.1 - 55 % progress - RNP 1 in TMA Operations NAV03.2 - 46 % progress

State Objectives

By 2020 By 2021 By 2022 By 2023+


Deployed in 2018 - 2019 None

Deployed in 2018 - 2019 - Initial Airport Operations Plan AOP11 - 100 % progress


- Continuous Descent Operations (CDO) ENV01 - 82 % progress


- Initial Airport Operations Plan AOP11 - 43 % progress - Continuous Descent Operations (CDO) ENV01 - 82 % progress

Airport Objectives - Cologne - Bonn Airport

By 2020 By 2021 By 2022 By 2023+

Airport Objectives - Nuremberg Airport

By 2020 By 2021 By 2022 By 2023+

Airport Objectives - Hannover Airport

By 2020 By 2021 By 2022 By 2023+





- Initial Airport Operations Plan AOP11 - 28 % progress



Airport Objectives - Hamburg Airport

By 2020 By 2021 By 2022 By 2023+

Airport Objectives - Stuttgart Airport

By 2020 By 2021 By 2022 By 2023+


Deployed in 2018 - 2019 - Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 - 100 % progress - Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 - 100 % progress


- Continuous Descent Operations (CDO) ENV01 - 78 % progress - Initial Airport Operations Plan AOP11 - 43 % progress

- Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 00 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 25 % progress



- Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 00 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 25 % progress

Airport Objectives - Düsseldorf Airport

By 2020 By 2021 By 2022 By 2023+

Airport Objectives - Munich Airport

By 2020 By 2021 By 2022 By 2023+



- Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 - 50 % progress - Continuous Descent Operations (CDO) ENV01 - 82 % progress


- Time-Based Separation AOP10 - 06 % progress - Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 00 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 28 % progress

Airport Objectives - Frankfurt Airport

By 2020 By 2021 By 2022 By 2023+


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 2019, 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, it gives an overview of the Airspace Organisation and Classification, the ATC Units, the U-Space services supporting drones operations and the ATM systems operated by the main ANSP;

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 also presents 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 the main Implementation Projects (at national, FAB and multinational level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The Level 1 document covers a 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 the Level 2 document. The chapter also provides an overview of any U-Space demonstration projects currently completed, ongoing and planned to take place in the Country; Chapter 4 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation, as well as all other multinational 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 5 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition, it provides the high-level information on progress and plans of each Implementation Objective. 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.

The 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 (REG, ASP, MIL and APO) to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2019. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

The information contained in Chapter 5 – Implementation Objectives Progress 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 1955

EUROCONTROL 1960

European Union 1958

EASA 2003

ICAO 1956

NATO 1955

ITU 1866

WMO 1954

EDA 2004

FABEC 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)


ATC 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)

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

ATS Air Traffic Services

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) – operated by EUROCONTROL (European Organisation for the Safety of Air Navigation)

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

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

TWR Tower

List of ACCs/UACs/APPs

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.

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 17.


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.

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 maximum possible configuration consisted of 32 sectors; the sectors Neckar High + Neckar Low were usually combined. The maximum number of opened sectors was 29 (up to 28 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.


U-Space services

An overview of the current implementation progress and short to medium term planning information on the main elements underlying the provision of the U-Space services enabling Very Low Level drones operations is provided in Annex D to this document.

U-Space demonstration projects information are also included in section 3.3.

The following table contains a list of the 16 services expected to be available in phases U1 (2019) to U3 (2025), as described in the European ATM Master Plan add-on: Roadmap for the safe integration of drones into all classes of airspace.

Phase Service

U1 Foundation Services

U1.1 e-Registration

U1.2 e-Identification

U1.3 Pre-tactical Geo-fencing

U2 Initial Services

U2.1 Tactical Geo-fencing

U2.2 Flight Planning Management

U2.3 Weather Information

U2.4 Tracking

U2.5 Monitoring

U2.6 Drone Aeronautical Information Management

U2.7 Procedural Interface with ATC

U2.8 Emergency Management

U2.9 Strategic De-confliction

U3 Advanced Services

U3.1 Dynamic Geo-fencing

U3.2 Collaborative Interface with ATC

U3.3 Tactical De-confliction

U3.4 Dynamic Capacity Management


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 responsibility for meteorology and the DWD (Germany’s provider of aeronautical meteorological services) is 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 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”), Naval Air Command (“Marinefliegerkommando”) and Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (Bundesamt für Ausrüstung, Informationstechnik und Nutzung der Bundeswehr – BAAINBw). 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, Nuremberg 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 Annex B.


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, German 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. (German 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 Personnel)

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 Annex B.

Annual Report published: Y The regular reports of the German NSA are 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


Air Navigation Service Provider(s)


Service 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 Annex B.

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 Annex B.

Other ANSPs in Germany The table below shows the details for the other certified Air Navigation Services Providers providing Air Navigation Services in Germany:

Name of the ANSP Services for which it has been certified Date of Last Certificate / Renewal

Valid until

ATS AIS CNS MET

ATC AFIS

BAN 2000 GmbH N N N Y N 17.06.2014 16.06.2019

Austro Control GmbH Y N Y Y Y 18.12.2015 unlimited

EUROCONTROL at the Maastricht Upper Area Control Centre Y N N Y N 30.04.2015 unlimited

Rhein-Neckar Flugplatz GmbH Y N N N N 17.12.2019 unlimited

Airbus Operations GmbH Y N N N N 23.02.2017 03.06.2019

DFS Aviation Services GmbH Y Y N N N 27.07.2018 unlimited

DLR Gesellschaft für Raumfahrtanwendungen (GfR) mbH N N N Y N 30.08.2019 31.01.2020

European Service Provider for Airports - ESPA GmbH N N N Y N 01.03.2018 28.02.2023

ATM/ANS Systems in use The chapter gives a generic overview of the ATM/ANS Systems and Constituents defined in European Regulation No 2018/1139, Annex VIII, point 3 (systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems), their manufacturers and the major upgrade dates.

DFS operates different ATM/ANS 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 these ATM/ANS 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 ATM/ANS.

EATMN System Manufacturer Major upgrade Year (Recent and Planned)

1. Systems and procedures for airspace management.

Multiple external Vendors Planned upgrade 2018 to 2021 (ASM 2020+) 2020 to 2025

2. Systems and procedures for air traffic flow management.

Multiple external Vendors Planned upgrade 2019/2025

https://www.dwd.de/


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 2022 to 2024 (iCAS II) 2018 to 2026 RTC

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 2023

5. Navigation systems and procedures. Multiple external Vendors Upgrade between 2018 to 2026 (VOR/DME) Upgrade between 2018 to 2030 (ILS)

6. Surveillance systems and procedures.

Multiple external Vendors Planned Major upgrade 2019 to 2033

7. Systems and procedures for aeronautical information services.

Multiple external Vendors Major upgrade 2019 to 2024

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.


Aerodromes

General information

Germany has a decentralised airport system. Overall, Germany’s 16 international airports account for more than 70% of all flight passengers in Germany. 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, 2018).

Munich Airport is Germany’s second hub and number eight in the list of European airports and number 37 worldwide (Airports Council International, 2018).

Düsseldorf Airport has the third largest number of passengers and is number 26 in the list of European airports (Airports Council International, 2018).

The above rankings are based on the total number of passengers according to the ACI Europe Air Traffic Report 2018.

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 (“Länder”). 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 2019 – 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

The ownership structure of these airports is as follows:

Airport Name Ownership

Frankfurt Airport Fraport AG (December 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 2019) 51% Free State of Bavaria 26% Federal Republic of Germany 23% City of Munich Source: https://www.munich-airport.com/company-profile-263193

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

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

https://www.dus.com/en

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

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


Airport Name Ownership

Düsseldorf Airport Flughafen Düsseldorf GmbH (December 2019) 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 2019) 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 ATM MP L3 Objective – see Chapter 5. Implementation Objectives Progress.

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 Military Aviation Authority (LufABw, “Luftfahrtamt der Bundeswehr”) • Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw,

„Bundesamt für Ausrüstung, Informationstechnik und Nutzung der Bundeswehr“) • German Air Force Headquarter (GAFHQ, “Kommando Luftwaffe”) • Air Operations Command („Zentrum Luftoperationen“) • Rapid Response Forces Division („Division Schnelle Kräfte”) • Naval Air Command (“Marinefliegerkommando”)

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 Annex B.

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 - Regulation for the Bundeswehr (ZV A1-272/2-8921): 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 - Regulation for the Bundeswehr (ZV A1-272/2-8921): 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


Oversight

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

ANSP Certification Y ANSP Certification Y

ANSP Supervision Y ANSP Supervision Y

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)

https://www.milais.org/


Service Provision role

Military ANSP providing GAT services SES certified?

Y (see add. Information)

If YES, since: 2014 by former AFSBw, recertification progress is established

Duration of the Certificate:

4 years

Certificate issued 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

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

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).


Flexible Use of Airspace (FUA)

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

2019 Traffic in DFS area of responsibility increased by 0.2% in 2019 compared to 2018.

2020-2024

The EUROCONTROL Seven-Year forecast predicts an average annual increase between 0.0% and 2.5% during the planning cycle, with a baseline growth of 1.5%.

0

500000

1000000

1500000

2000000

2500000

3000000

3500000

4000000

4500000

2015 A 2016 A 2017 A 2018 A 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F 2025 F

IFR

flig

hts

Germany - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

International Dep/Arr 51%

Domestic flights 10%

Overflights39%

Germany - Distribution (Ref. year 2018)

IFR flights yearly growth 2016 A 2017 A 2018 A 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F 2025 FH 0.3% 3.1% 3.1% 2.6% 2.2% 2.2% 1.9%B 2.1% 3.6% 4.4% 0.0% 1.6% 1.6% 1.8% 1.5% 1.6% 1.1%L -0.5% -0.3% -0.2% 0.4% 0.2% 0.4% -0.3%

ECAC B 2.8% 4.0% 3.8% 1.1% 2.3% 1.9% 2.2% 1.8% 1.9% 1.4%

EUROCONTROL Seven-Year Forecast (Autumn 2019)

Germany

A = Actual

F = Forecast


Bremen ACC

Traffic and en-route ATFM delay 2015-2024

Source: EUROCONTROL SEVEN-YEAR FORECAST AUTUMN 2019 (STATFOR) and EUROCONTROL NMIR for actual data

Performance summer 2019

Bremen ACC

Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity (2019 vs 2018) Traffic Forecast

Actual Traffic All reasons ACC Reference

Value Current Routes

Shortest Routes

Planned Achieved Capacity gap?

Year H: 4.8% B: 4.4% L: 3.1%

No significant

impact

-1.7% 0.86 0.06

Summer -3.5% 1.36 149 (-1.3%) 128 (-15%) Yes

Summer 2019 performance assessment

The average en-route delay per flight increased from 0.25 minutes per flight in summer 2018 to 1.36 minutes per flight in summer 2019. 67% of the summer delays were due to ATC capacity, 26% due to weather, 5% due to ATC staffing and 2% due to airspace management. The eNM/S19 RAD measures were the main cause of en-route ATFM delay due to the high traffic increase in the SF South. The ACC capacity baseline was assessed with ACCESS / Reverse CASA to be at 128. During the measured period, the average peak 1 hour demand was 141 and the average peak 3 hours demand was 134.

Operational actions Achieved Comments

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

Postponed Implementation planned end of 2020

AirMagic (ATFM Tool) Yes Partly, installation completed, calibration ongoing. Operational use from II/2020

Maximum configuration: 11 ENR + 6 APP + 2 feeders + 2 military positions Yes

Remedial measures Achieved Comments

Flexible configurations opening, according to the traffic flows Yes

Improved ATFCM techniques Yes Post-ops tool in the development phase and AirMagic in the final operational validation

2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 2185 2293 2294 2321 2273Summer Traffic 1864 1927 1973 2013 1943Yearly Traffic 1720 1778 1778 1831 1801Summer Traffic Forecast 1967 1986 2009 2027 2051High Traffic Forecast - Summer 1987 2044 2089 2128 2163Low Traffic Forecast - Summer 1938 1925 1927 1925 1919Summer enroute delay (all causes) 0.08 0.20 0.20 0.25 1.36Yearly enroute delay (all causes) 0.08 0.13 0.12 0.17 0.86

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Evaluation of possible ATFM scenarios Yes

Adaptation of the ATCO recruitment levels Yes

Implementation of the eNM/ANSPs proposed measures Yes

FABEC airspace restructuring project Yes On-going work in the context of ADCG

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.

The measures for each year are those that will be implemented before the summer season.

Summer Capacity Plan

2020 2021 2022 2023 2024

Free Route Airspace

Free Route Airspace in DFS

AoR, H24, above FL 245 /

FL285

Airport & TMA Network Integration

Link AMAN EDDB – EDMM,

EDGG and EDUU

Link AMAN EDDB – EDYY

and LKAA

Link AMAN EDDB – EPWW

Link AMAN EDDB – EKDK

and ESMM

Cooperative Traffic Management

Airspace

New airspace structure for new airport Berlin BER

Performance Based

Navigation (PBN) – Cluster

Elbe-Weser

Technical Enhanced

AMAN for new airport BER

Additional Controller Assistance

Tools (CATO)

new ATM System iCAS (01/2023-03/2023)

Capacity

Training and Transition for

opening of Berlin Airport

Training for iCAS (05/2021 – 12/2022)

Significant Events

New Berlin Airport BER

(October 2020)

ILA Berlin ILA Berlin ILA Berlin

Staffing1 -8 -2 +13 +20 +8

Potentially available sectors

12 ENR + 6 APP + 4 feeders + 2

military positions


military positions


military positions


military positions

12 ENR + 7 APP+ 4 feeders

+ 2 military positions

Sectors at max. configuration


military positions


military positions


military positions


military positions

11 ENR +7 APP + 4 feeders + 2

military positions

Planned Annual Capacity -2.3% -3.2% 1.7% 8.9% 6.7%



Reference profile Annual % Increase 6% 1% 1% 1% 1%

Difference Capacity Plan v. Reference Profile -8.1% -12.3% -12.1% -5.6% -0.7%

Annual Reference Value (min) 0.19 0.15 0.11 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 are expected to be combined until 2023.

The approach sectors DBAN and HAMW will not be opened on a regular basis in the summer 2020; therefore, they are not foreseen in the graphs shown on the next page. Nevertheless, they are expected to be opened occasionally if required by traffic demand and the staffing situation permits. In addition, the graphs on the next page do not include any military positions. For these reasons, the maximum sum of sectors shown in the graphs on the next page (17) does not match with the number of sectors at max. configuration shown in this table (11 ENR + 6 APP + 2 feeders + 2 military positions = 21).

1 Staffing figures relate to the difference in number of ATCOs (FTE) at the end of one year (31 December) compared to the year before.

The charts below show the average opening of sectors planned for summer 2020, including feeders. Due to variations in traffic demand, the following charts differ between weekdays and weekends:

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Sectors available - Summer 2020 - WD

Sectors Feeders

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Sectors available - Summer 2020 - Saturday

Sectors Feeders


2020-2024 Planning Period Outlook

The planned capacity for 2020 (125) is 8.1% lower than the reference capacity profile (136). A capacity gap is expected and the en-route delay per flight might exceed the 2020 EU reference value of 0.19 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 2020-2023. The capacity gap should be resolved in 2024.

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Sectors available - Summer 2020 - Sunday

Sectors Feeders

2018 2019 2020 2021 2022 2023 2024Reference Capacity Profile 136 138 140 142 144Capacity Profile - Shortest Routes (Open) 136 138 140 142 144Capacity Profile - Current Routes 136 138 140 142 144Capacity Profile - High 137 141 145 148 151Capacity Profile - Low 132 132 133 134 134Capacity Baseline 151 1282020 - 2024 Plan 125 121 123 134 143

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Langen ACC




Langen ACC




Shortest Routes


Year H: 3.1% B: 2.5% L: 1.1%

No significant

impact

+0.1% 0.55 0.23

Summer +0.2% 0.79 245 (-2.0%) 251 (+0%) Yes


The average en-route delay slightly increased from 0.77 minutes per flight in summer 2018 to 0.79 minutes per flight in summer 2019. 52% of the summer delays were due to the reason ATC capacity, 25% due to ATC staffing, 19% due to weather, and 3% due to airspace management. The ACC capacity baseline was measured with ACCESS / Reverse CASA at 251. During the measured period, the average peak 1 hour demand was 270 and the average peak 3 hours demand was 259.


XMAN DUS Link AMAN EDDL – EDYY and EDUU

No No operational benefit identified; no positive CBA and therefore no implementation planned

XMAN FRA Link AMAN EDDF – EDYY

On-going Further technical aspects to be addressed; planned for Q4 2020.

High Transition Operations (HTO) - Phases 1, 2 and 3a On-going Phase 2a is planned for the end of 2020; phase 3a, for August 2020.

Langen 2.0: SF05 and SF10 Yes

Night Transitions Cologne Yes

Maximum configuration: 19 ENR + 9 APP + 5 feeders + 2 military positions Yes


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Improved ATFCM techniques Yes

Continuous monitoring of the traffic evolution and realignment of the traffic flows in Germany Yes








2020 2021 2022 2023 2024

Free Route Airspace


XMAN FRA

Link AMAN EDDF – EDYY

EMAS (Early Morning Arrival Stream - SESAR

XSTREAM)

EDDS Direction Finder

Link XMAN EDDF – LFEE and EBBU

Planned capacity increase at

Frankfurt Airport (EDDF)

Link EDGG – AMAN EBBR

Cooperative Traffic Management AirMagic

Airspace

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

3a

High Transition Operations (HTO) -

Phase 3b

Sector Group 5 re-design (EBG05neo

KIRU)

Langen 2.0: DUS APP

Performance Based Navigation

(PBN) – Cluster Rhein-Neckar

Performance Based Navigation

(PBN) – Cluster Rhein-Ruhr & Rhein-Main

Technical

Implementation PSS SF01

Additional Controller

Assistance Tools (CATO): SF02 +

SF04

New ATM System

iCAS (10/2023-03/2024)

Capacity Training and Transition for iCAS

Significant events

Staffing1 +3 +4 +1 +16 +4

Potentially available sectors 20 ENR + 10 APP +

5 feeders + 2 military positions


military positions


military positions


military positions


military positions



Sectors at max. configuration 20 ENR + 10 APP +

5 feeders + 2 military positions


military positions


military positions


military positions


military positions

Planned Annual Capacity 2.4% -0.8% 0.8% 1.6% 1.1%





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 (20 ENR + 10 APP + 5 feeders + 2 military positions = 37).


The charts below show the average opening of sectors planned for summer 2020, including feeders and military airspaces staffed with DFS ATCOs. Due to variations in traffic demand, the following charts differ between weekdays and weekends:

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Sectors Feeders + Mil.

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The planned capacity for 2020 (257) is below the reference capacity profile (273). Due to the planned implementation of the new ATM system iCAS as well as staff shortages, a capacity gap is expected throughout the entire planning period.

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Karlsruhe UAC




Karlsruhe ACC




Shortest Routes


Year H: 4.5% B: 3.9% L: 2.1%

+11% -1.7% 1.67 0.26

Summer -3.1% 2.13 279 (-7.9%) 299 (-1%) Yes


The average en-route delay decreased from 3.18 minutes per flight in summer 2018 to 2.13 minutes per flight in summer 2019. 58% of the summer delays were due to ATC capacity, 19% due to weather, 15% due to staffing, and 7% due to airspace management. The ACC capacity baseline was assessed with ACCESS / Reverse CASA to be at 299. During the measured period, the average peak 1 hour demand was 329 and the average peak 3 hours demand was 311.


Free Route Airspace: Cells EDUU Central/West/South (FL245+), H24 (DCT Routings published in RAD) Postponed Implementation planned end of 2020

Link AMAN EDDL – EDUU No No operational benefit identified; therefore no implementation planned

Long-term recruitment plan Yes On-going recruitment as planned

Maximum configuration: 24 ENR – potentially available: 43 ENR Yes 29 sectors were opened


Improved ATFCM techniques Yes

Continuous monitoring of the traffic evolution and realignment of the traffic flows in Germany Yes

Development of mitigation measures for the staffing issues in Karlsruhe Yes


0.00.20.40.60.81.01.21.41.61.82.02.22.42.62.83.03.2

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2020 2021 2022 2023 2024

Free Route Airspace

Full Free Route Airspace in DFS

AoR, H24, above FL245 / FL285

Sectorless ATM Step I (Robusto) in

SF East above FL385


Link AMAN LFPG – EDUU

Link AMAN BER – EDUU

Link AMAN LSZH – EDUU

Link AMAN EGSS – EDUU

Link AMAN EGLL – EDUU

Link AMAN EGWW – EDUU

Link AMAN EHAM – EDUU

Link AMAN EBBR – EDUU

Cooperative Traffic Management Complexity

Management Tool Implementation

Airspace Airspace structure

for new Berlin Airport

Erlangen: vertical

split into 3 sectors

Procedures

Staffing Long-term recruitment plan

+251 +481 +231 +371 +311

Technical Progressive utilization of Data Link depending on the number of connected flights

Capacity

Training and Transition for

opening of Berlin Airport

Training for iCAS

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

Sectors at max. configuration 25 ENR 26-28 ENR 28-32 ENR 34 ENR 38 ENR

Planned Annual Capacity 3.3% 9.7% 0.9% 6.7% 3.8%


Current Routes Profile % Increase 13% 3% 3% 2% 2%


Difference Capacity Plan v. Current routes Profile -8.6% -2.3% -4.2% 0.0% 1.9%




Additional information 1 Staffing figures relate to the difference in number of ATCOs (FTE) at the end of one year (31 December) compared to the year before.

The charts below show the average opening of sectors planned for summer 2020. Due to variations in traffic demand, the following charts differ between weekdays and weekends:

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Sectors available - April-May 2020 - WD

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0Sectors available - June-October 2020 - WD


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Sectors available - April-May 2020 - Sunday



Due to the staffing situation, capacity bottlenecks and high en-route ATFM delay per flight are expected throughout the entire planning period 2020-2024. From the end of 2020 onwards, new licensed ATCOs shall allow for a gradual increase in capacity.

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Sectors available - June-October 2020 - Sunday


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Munich ACC




Munich ACC




Shortest Routes


Year H: 3.5% B: 3.0% L: 1.5%

No significant

impact

+1.5% 0.09 0.20

Summer +1.2% 0.15 264 (+2%) 264 (+2%) No


The average en-route delay decreased from 0.45 minutes per flight in summer 2018 to 0.15 minutes per flight in summer 2019. 85% of the delays were due to the reason weather, 14% due to ATC capacity and 1% due to ATC staffing. The ACC capacity baseline was assessed with ACCESS to be at 264. During the measured period, the average peak 1 hour demand was 251 and the average peak 3 hours demand was 236.


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

Yes Implemented in December 2019

Link AMAN EDDM – LIPP No Planned for end of 2021

"Enlarged Sector Groups" (3 SFs) On-going Cross-training lasting until 2024

Sector Split: Tegernsee Yes Implemented in April 2019

Maximum configuration: 16 ENR + 4 APP + 2 feeders Yes


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2020 2021 2022 2023 2024

Free Route Airspace


Link AMAN BER – EDMM

Link AMAN EDDM – LIPP

Independent Parallel

Operations at Leipzig Airport

Cooperative Traffic Management

Airspace

Sector split Thüringen Low

(North and South)

Bodensee Sector: Implementation in

Zürich

Bodensee Sector: Implementation in

Munich

Performance Based Navigation (PBN) – Cluster

Isar-Donau

Procedures

Technical new ATM System

iCAS (01/2022-03/2022)

Capacity Training and Transition for iCAS

Staffing1 -8 +4 +16 -2 +8

Potentially available sectors 17 ENR + 4 APP + 2 feeders

17 ENR + 4 APP + 2 feeders




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





Capacity increase p.a. % -2.7% -3.5% 5.2% 2.7% 3.0%

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

Difference Capacity Plan v. Reference Profile -2.7% -6.1% -1.1% 1.1% 3.8%



An additional feeder, Thüringen Low (for Leipzig airport), is exclusively staffed at night; for this reason, it is not 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 (20) does not match with the number of sectors at max. configuration shown in this table (16 ENR + 4 APP + 2 feeders = 22).



The charts below show the average opening of sectors planned for summer 2020, including feeders. Due to variations in traffic demand, the following charts differ between weekdays and weekends:

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EDMMACC - Reference capacity profile and alternative scenarios

2020 – 2024 Planning Period Outlook

Due to staff shortages, a capacity gap is expected until 2022. This shall be resolved from 2023 onwards.


3. Implementation 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).

National projects

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

iCAS (iTEC Center Automation System) (-)

DFS (DE) 2006-2024 iCAS is the latest ATS system under development by the DFS, which replaces ATS systems P1/ATCAS and P2. iCAS system is build for use in control centres of Lower and Upper Airspace over Germany. iCAS Program is aimed at the development, deployment and commissioning of this uniform ATS System iCAS for operational use at all DFS Air Traffic Control Centres. The ongoing iCAS Phase II aims at the commissioning of iCAS in control centres of Lower Airspace in Munich (2020-2021), Bremen (2021-2022) and Langen (2022-2023).

L3: AOM21.2, ATC12.1, ATC15.1, ATC15.2, ATC17, ITY-AGDL, ITY-FMTP DP: DP 1.1.1 DP 1.1.2 DP 3.1.1 DP 3.1.2 DP 3.1.3 DP 3.1.4 DP 3.2.1 RP2 PP: 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


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

RASUM 8.33 (Radio Site Upgrade and Modernisation)

DFS (DE) 2007-2021 The purposes of the DFS project RASUM 8.33 are - to fulfil the requirements of the European Commission Regulation 1079/2012 and - to realize major construction and infrastructure measures in connection with a programme to obtain additional real property for existing as well as for new radio sites. The Radio Site Upgrade and Modernisation project is ongoing. Frequency conversion will be completed until the end of 2020.

L3: ITY-AGVCS2

S-ATM Robusto DFS (DE) 2019 - 2025 With S-ATM Robusto, the first stage of a sectorless air traffic management system will be implemented in the airspace above FL385 at the Karlsruhe UAC site. S-ATM leads to a paradigm shift: from spatial controller responsibility to air traffic control-centered responsibility with the goal of - Increasing controller productivity by increasing the time spent in the airspace and continuous utilization of the controllers - More flexible personnel allocation The implementation will be carried out in two stages and is based on the adaptation/modification of the current procedures, processes and technical infrastructure. Changes to the existing system technology and the wide-area communications infrastructure should be kept to a minimum wherever possible.

L3: AOM19.1, AOM19.2, AOM19.3, AOM19.4, AOM21.2 DP: DP 3.1.1 DP 3.1.2 DP 3.1.3 DP 3.1.4 DP 3.2.1 RP2 PP: AF 3.1 Airspace Management and Advanced Flexible Use of Airspace AF 3.2 Free Route

New construction of logistics centre

DFS (DE) 2019 - 2021 The construction of the new logistics centre on the DFS Campus is due to age-related requirements. The existing building will be removed in 2019. The new building will be constructed on the same site. The logistics centre is scheduled to move in at the beginning of 2021.

-

Intercom System (GS_2)

DFS (DE) 2018 - 2021 Nationwide renewal of the digital intercom system. The intercom system is mainly used for direct communication between tower controllers and approach controllers (centre locations in lower airspace) and with external partners such as apron control or regional airports.

-


FAB projects

There are two main FABEC projects ongoing:

• XMAN (Extended Arrival Manager) and

• FRA (Free Route Airspace)

The tables below detail for each ongoing main FABEC project:

• which FABEC ANSPs and military partners are participating;

• a description, the scope and objectives;

• the schedule and implementation planning;

• the status end 2019;

• the link to the ATM Master Plan Level 3 (formerly ESSIP), if any and

• the expected performance contribution to the SES Key Performance Areas Capacity, Safety, Environment and Cost-Efficiency.

Project Name: Extended Arrival Management Project Code: XMAN

Organisation(s) skeyes (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH) and in direct coordination with NATS.

Description/Scope/Objectives

The XMAN project (Cross-Border Arrival Management, also referred to as Extended Arrival Management E-AMAN) aims at improving and optimising arrival management operations for major airports. To achieve this the project develops and implements a harmonised approach to arrival management in the core area of Europe. This is a project at FAB level because it has to rely on cross-centre and cross-border processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major five airports/TMAs (Munich, Amsterdam, Paris-CDG, Frankfurt, London-Heathrow) as well as for other selected intermediate airports within FABEC and FAB UK/IRL as defined by the Commission Implementing Regulation (EU) No 716/2014 (Zurich, Dusseldorf, Brussels, Berlin, Paris-Orly, Nice, London-Stansted, London-Gatwick, Manchester, Dublin). Additionally, airports outside these two FABs, e.g. Copenhagen and Italian airports, coordinate their plans through this XMAN project. One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach at least 180 NM in line with the PCP or CP1 (under consultation), depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, consequently, most of the FABEC control centres will be affected by extended AMAN operations and some feed several arrival streams for different airports/TMAs simultaneously.


Schedule/Implementation planning

The XMAN project envisaged three development and implementation steps: Basic – Advanced – Optimized. In December 2018 the project team decided to skip the Optimized Step and to incorporate the envisaged features of the Optimized 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 produced under SESAR2020 PJ25 which finished in December 2019 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.

Status

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 reached on 29 March 2019.

First prototype of the XMAN Portal (main feature of the Advanced Step of the XMAN project) was developed by MUAC and was used during the SESAR2020 PJ25 Demonstration. Initial implementations at MUAC, Reims UAC and Karlsruhe UAC in SESAR VLD were completed.

The implementation phase of the Advanced Step will also continue until 2024.

Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references

ATM Master Plan Level 3 (formerly ESSIP): ATC07.1, ATC15.1

OI Steps: TS-0102, TS-0305

Other References: PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2019: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function


Expected Performance Contribution (specific to the participating organisation(s))

Capacity Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload in APP and ACC: no significant effect. Increased controller workload in UAC: effect depending on the number of airports to be serviced.

Safety Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect.

Environment (including flight efficiency)

Reduction of: • Track miles and holdings: small to medium positive effect; • Fuel burn: large positive effect; • CO2/NOx emissions: large positive effect.

Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs.

Cooperation Activities

Collaboration with FAB UK/IRL is included. Collaboration with other surrounding FABs is ongoing.


Project Name: Free Route Airspace Project Code: FRA

Organisation(s) skeyes (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH), Mil. Authority (BE), Mil. Authority (DE), Mil. Authority (FR), Mil. Authority (NL)), Mil. Authority (CH)

Description/Scope/Objectives

The Free Route Airspace (FRA) Programme aims at developing and implementing a Free Route Airspace FABEC wide. The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace. The FRA Programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement various iterations of Free Route Airspace.

Schedule/Implementation planning

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.

In the proposed PCP review (also referred to as CP1) the deployment target date has been set as:

• Initial FRA implementation as from 1 January 2022.

• National final implementation, including cross-border FRA among neighbouring States and FRA connectivity with TMAs as from 1 January 2025.


Status

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.

In line with the new final target date of the PCP review/CP1 the FABEC project will continue until 2024.

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.

DSNA has reviewed its FRA implementation calendar as follows: • Dec 2021: H24 FRA FL195+ North West 1 (LFRR Atlantic part), South West (LFBB) with the current system and Center (a portion of LFFF). • Winter 2022- 2023: H24 FRA FL195+ North West 2 (LFRR Central) • Winter 2023-2024: H24 FRA FL195+ North West “ (LFRR East and a portion of LFFF beneath) + South East ( LFMM) + North East (Reims and a portion of LFFF beneath)

Skyguide plans H24 FRA FL195+ on 2 December 2021. 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.

DFS plans H24 FRA FL245+ by December 2021.

On 5 December 2019 MUAC has successfully implemented H24 FRA.

Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references

ATM Master Plan Level 3 (formerly ESSIP): AOM21.1, AOM21.2

OI Steps: AOM-0401, AOM-0402, AOM-0500, AOM-0501, AOM-0505, AOM-0506, CM-0102-A

Other References: PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2018: - Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) - Family 3.2.3: Implement Published Direct Routings (DCTs) - Family 3.2.4: Implement Free Route Airspace


Expected Performance Contribution (specific to the participating organisation(s))

Capacity Capacity benefits could be foreseen since reduced average transit times may result in an increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However, it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence the overall impact of FRA on sector capacity cannot be determined without RTS simulations.

Safety No direct impact but existing problem areas might get more complex and if new choke points appear, they potentially impact safety.

Environment (including flight efficiency)

FRA allows airspace users to fly more direct trajectories, thus potentially reducing flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There environmental benefits from savings in CO2-emissions might not be as significant in the core area as in the peripheral areas.

Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs.

Cooperation Activities

-


U-Space demonstration projects

The following table provides an overview of the U-Space demonstration projects currently completed, ongoing and planned to take place in Germany.

Project ID Title Status Start Date

End Date Countries Leaders Description Services Funding

Sources

CLASS CLASS Ongoing 01-06-2017

31-05-2019

Belgium, France, Germany, Norway, United Kingdom

The CLASS (Clear Air Situation for UAS) project will merge existing technologies to build the core functions of an Unmanned Traffic Management System (UTMS). This research increases the maturity level of the main technologies required for surveillance of UAS traffic.

H2020-SESAR-2016-1

CORUS CORUS Ongoing 01-09-2017

31-08-2019

Belgium, France, Germany, Italy, Spain, United Kingdom

The CORUS (Concept of Operations for EuRopean UTM Systems) project will develop a reference Concept of Operations (CONOPS) for UTM (UAS Traffic Management) in VLL airspace in Europe.

H2020-SESAR-2016-1

AIRPA AIRPASS Ongoing 31-10-2017

31-10-2019

Germany, Italy, Netherlands, Sweden

The AIRPASS (Advanced Integrated RPAS Avionics Safety Suite) project will identify the available CNS infrastructure and on-board technologies to formulate an implementation approach. Based on this an on-board system concept will be developed and evaluated.

H2020-SESAR-2016-1


Project ID Title Status Start Date

End Date Countries Leaders Description Services Funding

Sources

IMPET IMPETUS Ongoing 01-10-2017

30-09-2019

Germany, Slovenia, Spain, United Kingdom

The IMPETUS (Information Management Portal to Enable the inTegration of Unmanned Systems) project will develop a cloud-based server-less environment to ensure data quality, integrity, and flexibility to facilitate the integration with manned traffic management systems.

H2020-SESAR-2016-1

DroC2 DroC2om Ongoing 01-09-2017

31-08-2019

Denmark, France, Germany

The DroC2om (Drone Critical Communications) project will design a cellular-satellite system architecture concept, which ensures reliable and safe operation for remote controlled, semi-autonomous and fully autonomous small UAS.

H2020-SESAR-2016-1

VISIO VISION Ongoing 01-01-2018

31-12-2020

Germany FlyXdrive Support search & rescue organisations in implementation of UAS operations.

DE MoT

U:CON U:CON Completed 01-01-2018

31-12-2019

Germany DFS and Telekom

Several use cases. Company own funded

FALKE FALKE Ongoing 01-11-2019

31-12-2022

Germany Helmut-Schmidt University

DDS + C-AUS tests at Hamburg airport DE MoT


4. 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.

Multinational 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 Wave 1 (2016 – 2019) DFS was coordinating the biggest R&I project, PJ10 dealing with Separation Management in en-route, TMA as well as Controller Tools. This work and the leading role of DFS will be continued in SESAR 2020 Wave 2 (2019 – 2022).

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 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. In Wave 2, the project will also focus on the delegation of airspace amongst air traffic service units in a virtual centre environment.


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 2019:

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 13 air navigation service providers including DFS, to plan and coordinate SESAR deployment. It has been appointed to the European Commission-mandated role of SESAR Deployment Manager (SDM).

The SDM ensures 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 Regulation (EU) No 716/2014). The PCP represents the first set of SESAR deployment activities mandated by an EU Implementing Rule. Currently, the SDM is coordinating/ managing 349 Implementing Projects of 94 partners and a total EU funding of € 1.35 bn.

iTEC European iTEC (Interoperability Through European Collaboration) Alliance Following the successful co-operation started in 2007 between DFS, ENAIRE and NATS with INDRA as technological partner, the activities for defining, developing and implementing the iTEC product have continued. Over the years the alliance grew with the further incorporation of LVNL (2011), AVINOR (2016), Oro Navigacija (2017) and PANSA (2017).

iTEC Alliance provides a platform for synergies and thus cost reductions, helping to realise the vision of a Single European Sky (SES) with greater efficiencies and service standards for Europe’s airspace users. The goal of the collaboration is to develop a high-end air traffic management system for busy and complex airspace that meets the Single European Sky ATM Research requirements and enables significant steps towards its productivity. The members of the iTEC alliance can benefit from sharing of best practices, reduced operational expenditures by sharing


development costs and knowledge of risks as well as from enabling accelerated deployment of enhanced systems and future operational concepts.

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.

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 3.1 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 successfully introduced in Germany in 2018.

See also Chapter 3.2 for more details.

XMAN Extended Arrival Management The FABEC XMAN/AMAN (Cross-centre arrival management) project is a multi-stakeholder project, conducted by FABEC and FAB UK/IRL (skeyes, DFS, DSNA, MUAC, LVNL, NATS and skyguide) to ensure a harmonized and coordinated implementation of Extended Arrival Management Operations in accordance with PCP Implementing Rule 716/2014 and the Deployment Programme of the SESAR Deployment Manager.

The FABEC XMAN/AMAN 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 centers 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.

Source: FABEC + FAB UK-Ireland

http://www.itec.aero/


5. Implementation Objectives Progress

State View: Overall Objective Implementation Progress

In chapter 5.4, the ANSP (DFS) points to a possible double reporting in the LSSIP and SESAR Deployment Programme Reporting, as well as in the area of NETSYS Reporting (not part of the LSSIP) where the Network Management Function is collecting information. However, all of these reporting lines differ in their scope and purpose. Despite the efforts of EUROCONTROL, which we highly appreciate, Germany continues to support measures at European level to find a solution between the parties concerned in order to eliminate any relevant double reporting.

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 six new objectives have been introduced: All of them have a “Local” scope, i.e. without a predefined Applicability Area and Full Operational Capability (FOC) date. They are subject to local business decisions by any stakeholder concerned. Six objectives have been substantially modified for better consistency with the PBN IR and PCP/DP.

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 58 (43 active, 10 local, 5 ICAO GANP ASBU-related objectives) reported objectives are completed. In addition, there are another 14 objectives in an ongoing status and four 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 completed for Munich and Düsseldorf Airport and is well progressed and planned to be finalised at Frankfurt Airport until the end of 2020.


With regard to Time Based Separation studies are ongoing at Frankfurt Airport and the implementation of Initial Airport Operations Plan is ongoing as well at all relevant airports.

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 2018 the picture for the implementation of the Interoperability objectives has changed.

Air Ground Data Link services are implemented in Germany. The objective regarding Aircraft Identification and the objective regarding Surveillance Performance and Interoperability are late now. For Aircraft Identification DFS has declared the airspace FL100 and above as Mode S airspace. However, in many regions Mode S coverage is ensured even below FL100, sometimes down to ground. For SPI NSA and DFS have completed their SLoAs. Most of the military aircraft are equipped with Mode-S Elementary Surveillance. An exemption regulation is agreed with the German NSA. Most of the military transport-type State aircraft are equipped with ADS-B. Military transport-type State aircraft A400M is not yet equipped but will be upgraded until 2026.

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 2022.

The target date for the objective concerning Air-Ground Voice Channel Spacing requirements below FL195 is in 2022.

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, RNP 1 in TMA operations and RNP Approach Procedures to instrument RWY are well advanced and planned to be finished within the timeframe of the objectives.

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


Objective Progress per SESAR Key Feature

The Implementation objectives progress charts per Key Feature below show progress only for Implementation Objectives applicable to the State/airport and which are not local objectives.

Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex C: Implementation Objectives’ links with SESAR, ICAO and DP.

Legend:

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

100% = Objective completed = Completion beyond Implementation Objective timeline


<16 16 17 18 19 20 21 22 23 24 25 >26

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

100 %

AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA)

100 %

AOM19.2 ASM Management of Real-Time Airspace Data 30 %

AOM19.3 Full Rolling ASM/ATFCM Process and ASM Information Sharing

25 %

AOM19.4 Management of Pre-defined Airspace Configurations

40 %

FCM01 Implement enhanced tactical flow management services

100 %

FCM03 Collaborative Flight Planning 100 %

FCM04.2 Short Term ATFCM Measures (STAM) - Phase 2

0 %

FCM05 Interactive Rolling NOP 0 %

FCM06 Traffic Complexity Assessment 50 %



<16 16 17 18 19 20 21 22 23 24 25 >26

AOM21.1 Direct Routing 100 %

AOM21.2 Free Route Airspace 40 %

ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations

100 %

ATC02.8 Ground-Based Safety Nets 100 %

ATC02.9 Short Term Conflict Alert (STCA) for TMAs 100 %

ATC07.1 AMAN Tools and Procedures

EDDB - Berlin - Brandenburg International Airport

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 Arrival Management Extended to En-route Airspace

100 %

ATC16 Implement ACAS II compliant with TCAS II change 7.1

100 %

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

91 %

ENV01 Continuous Descent Operations (CDO)


EDDH - Hamburg Airport 82 %

EDDK - Cologne - Bonn Airport 82 %



EDDN - Nuremberg Airport 78 %

EDDS - Stuttgart Airport 77 %

EDDV - Hannover Airport 82 %


ITY-COTR Implementation of ground-ground automated co-ordination processes

91 %

NAV03.1 RNAV 1 in TMA Operations 55 %

NAV03.2 RNP 1 in TMA Operations 46 %

NAV10 RNP Approach Procedures to instrument RWY 55 %

NAV12 ATS IFR Routes for Rotorcraft Operations 0 %

High Performing Airport Operations <16 16 17 18 19 20 21 22 23 24 25 >26

AOP04.1 Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1)


0 %




AOP04.2 Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2)


0 %




AOP05 Airport Collaborative Decision Making (A-CDM)


0 %





AOP10 Time-Based Separation


EDDL - Düsseldorf Airport

EDDM - München Airport

AOP11 Initial Airport Operations Plan


0 %


EDDH - Hamburg Airport 28 %



EDDN - Nuremberg Airport 100 %

EDDS - Stuttgart Airport 30 %

EDDV - Hannover Airport 43 %

AOP12 Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)


0 %




AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing


0 %




SAF11 Improve Runway Safety by Preventing Runway Excursions

100 %


Enabling Aviation Infrastructure

<16 16 17 18 19 20 21 22 23 24 25 >26

COM10 Migrate from AFTN to AMHS 100 %

COM11.1 Voice over Internet Protocol (VoIP) in En-Route

20 %

COM11.2 Voice over Internet Protocol (VoIP) in Airport/Terminal

20 %

COM12 New Pan-European Network Service (NewPENS)

58 %

FCM08 Extended Flight Plan 5 %

INF07 Electronic Terrain and Obstacle Data (eTOD) 1 %

INF08.1 Information Exchanges using the SWIM Yellow TI Profile

10 %

ITY-ACID Aircraft Identification 92 %

ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

70 %

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

ITY-AGVCS2

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

52 %

ITY-FMTP Common Flight Message Transfer Protocol (FMTP)

60 %

ITY-SPI Surveillance Performance and Interoperability 65 %


ICAO ASBU Implementation Progress

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 2019 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by the ICAO EUR EASPG/1 meeting (European Aviation System Planning Group).

Legend:

= Completed (during 2019 or before)

= Missing planning date

= Progress achieved in 2019 = Not applicable

<16 16 17 18 19 20 21 22 23 24 25 >26

B0-ACAS ACAS Improvements 100 %

B0-ACDM Improved Airport Operations through Airport-CDM

100 %

B0-APTA Improved Airport Accessibility 100 %

B0-ASUR Improved access to Optimum Flight Levels through Climb/Descent Procedures using ADS-B

1

B0-CCO Improved Flexibility and Efficiency in Departure Profiles

100 %

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

100 %

B0-DATM Service Improvement through Digital Aeronautical Information Management

1

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

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-RSEQ Improved Runway Traffic Flow through Sequencing (AMAN/DMAN)

100 %

B0-SNET Ground based safety nets 100 %

B0-SURF Improved Runway Safety (A-SMGCS Level 1-2 and Cockpit Moving Map)

100 %

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

100 %

55.0 %

65.0 %

0.0 %

82.56 %

70.0 %

91.0 %

93.75 %


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

Key Feature: Optimised ATM Network Services -

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

NSA See State comment. - 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

Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services -

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

30% 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.

- 30%

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

Links: B0-FRTO, B1-FRTO, B1-NOPS, B2-NOPS | Key Feature: Optimised ATM Network Services -

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

Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services -

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, October 2020 - 02/12/2021: DFS will flow wise implement FRA H24 DCTs, 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

Links: B0-SURF | Key Feature: High Performing Airport Operations 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

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

- %

Not Applicable

-

MoT/NSA - - % 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

Links: B0-SURF | Key Feature: High Performing Airport Operations 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

Links: B0-SURF | Key Feature: High Performing Airport Operations 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

Links: B0-SURF | Key Feature: High Performing Airport Operations 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


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".

Implementation of A-SMGCS Level 2

%

Not Applicable

-



Not Applicable

-


AOP04.2


50% Late


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 2020 including apron control surface safety nets.

- 100%

Completed

31/12/2009

AOP04.2


100% Completed


For Duesseldorf Airport, A-SMGCS Level 2 is operational since 30.08.2019. 30/08/2019 ASP (By:12/2017)

DFS For Duesseldorf Airport, A-SMGCS Level 2 is operational since 30.08.2019.


100%

Completed

30/08/2019

APO (By:12/2017) DÜSSELDORF Airport

For Duesseldorf Airport, A-SMGCS Level 2 is operational since 30.08.2019. - 100% Completed

30/08/2019


AOP04.2


100% Completed


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

Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations 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

Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations 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

Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations 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

30/04/2013 APO (By:12/2016) DÜSSELDORF Airport

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

30/04/2013

AOP05


100% Completed

Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations EDDM - München Airport

At Munich Airport, A-CDM is fully operational since 2011. 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 2011. - 100% Completed

31/12/2011


AOP10

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

6% Ongoing

Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport

The possible use of Time-Based Separation has been studied. Initial work has been started as a pilot project at Frankfurt airport and approach. 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 has been studied. Initial work has been started as a pilot project at Frankfurt airport and approach. 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.

- 5%

Ongoing

31/12/2023


AOP10


0% Not yet planned

Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations 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. 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

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.

- 0%

Not yet planned

-


AOP10


0% Not yet planned

Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations 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

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.

- 0%

Not yet planned

-


AOP11

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

% Not Applicable

Links: B1-ACDM | Key Feature: High Performing Airport Operations 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.

- 100%

Completed

31/12/2014


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

Not Applicable

-

AOP11


34% Ongoing

Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport

For DFS the implementation of Initial Airport Operations Plan is completed. Fraport internal conceptional phase is completed and realization has started. 31/12/2021

ASP (By:12/2021)

DFS At Frankfurt Airport, implementation of Initial Airport Operations Plan is completed. - 100% Completed

28/02/2011 APO (By:12/2021)

FRAPORT AG

Fraport internal, conceptional phase is completed and realization has started. Discussion on necessary modifications with external stakeholders has started.

- 12% Ongoing

31/12/2021

AOP11


28% Ongoing

Links: B1-ACDM | Key Feature: High Performing Airport Operations 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 2020.

31/12/2021

ASP (By:12/2021)

DFS For DFS the implementation of Initial Airport Operations Plan is completed. - 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 2020.

- 3%

Ongoing

31/12/2021


AOP11


43% Ongoing

Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport

At Dusseldorf Airport, an AOP project started in 2016 to ensure full operational capabilities by the end of June 2020. For DFS the implementation of Initial Airport Operations Plan is already completed.

30/06/2020

ASP (By:12/2021)

DFS At Düsseldorf Airport, implementation of Initial Airport Operations Plan is completed. - 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 June 2020.

- 23% Ongoing

30/06/2020

AOP11


48% Ongoing

Links: B1-ACDM | Key Feature: High Performing Airport Operations 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.

31/12/2021

ASP (By:12/2021)

DFS For DFS the implementation of Initial Airport Operations Plan is completed. - 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.

- 22% Ongoing

31/12/2021

AOP11


100% Completed

Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDN - Nuremberg Airport

The implementation of Airport Operations Plan is completed. A monthly meeting for the relevant stakeholders is established. 31/10/2019

ASP (By:12/2021)

DFS At Nuremberg Airport, implementation of Initial Airport Operations Plan is completed. - 100% Completed

31/12/2015 APO (By:12/2021)

NUREMBERG Airport

The implementation of Airport Operations Plan is completed. A monthly meeting for the relevant stakeholders is established.

- 100% Completed

31/10/2019


AOP11


30% Ongoing

Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDS - Stuttgart Airport

For DFS the implementation of Initial Airport Operations Plan is completed. In 2020 a concept for an Airport Control Centre (ACC) will be set up. Parallel to the ACC concept preparing work for the implementation of an initial AOP started by defining the relevant stakeholders and defining all information that need to be provided. NM publications on Airport Network Integration will be taken into consideration.

31/12/2021

ASP (By:12/2021)

DFS At Stuttgart Airport, implementation of Initial Airport Operations Plan is completed. - 100% Completed

31/12/2014 APO (By:12/2021)

STUTTGART Airport

In 2020 a concept for an Airport Control Centre (ACC) will be set up. Parallel to the ACC concept preparing work for the implementation of an initial AOP started by defining the relevant stakeholders and defining all information that need to be provided. NM publications on Airport Network Integration will be taken into consideration.

- 7%

Ongoing

31/12/2021

AOP11


43% Ongoing

Links: B1-ACDM | Key Feature: High Performing Airport Operations 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.

31/12/2020

ASP (By:12/2021)

DFS At Hannover Airport, implementation of Initial Airport Operations Plan is completed. - 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

31/12/2020


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


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 was scheduled for 2019.

- 37% Ongoing

31/12/2020


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

Not Applicable

-

AOP12


28% Late


Implementation of runway and airfield safety with ATC clearances monitoring is scheduled to be finished by 2020. 31/12/2024

ASP (By:12/2020)

DFS Project started in 2017 and is planned to be finished in 2024. - 37% Late

31/12/2024 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% Late


Implementation of runway and airfield safety with ATC clearances monitoring is scheduled for 2020. 31/12/2024

ASP (By:12/2020)

DFS Project start is scheduled for 2019. - 33% Late 31/12/2024

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

31/12/2020

AOP12


25% Late


Implementation of improvements to runway and airfield safety with ATC clearances monitoring is scheduled for 2020. 31/12/2024

ASP (By:12/2020)

DFS Project start is scheduled for 2019. - 33% Late 31/12/2024

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

Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations 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

Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations 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

Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport


REG (By:12/2023)



- ASP (By:12/2023)

DFS


- 0%

Planned

31/12/2023

AOP13


0% Planned

Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDM - München Airport


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

Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services -

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

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

100% Completed

Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services -

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

Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services 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. - % Not

Applicable -

ATC07.1


100% Completed

Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services EDDF - Frankfurt Airport

AMAN provides enhanced arrival management functionalities for Frankfurt Airport. 30/09/2013 ASP (By:12/2019)

DFS Same as in the overall comment. - 100% Completed 30/09/2013

ATC07.1


100% Completed

Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services 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)



ATC07.1


100% Completed

Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services EDDM - München Airport

AMAN provides enhanced arrival management functionalities for Munich Airport. 29/02/2008 ASP (By:12/2019)


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

Links: B1-FRTO | Key Feature: Advanced Air Traffic Services -

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)

DFS Same as in the overall comment.

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

Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services -

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.

04/11/2020

ASP (By:12/2019)

DFS See State comment.

Extended Arrival

Management

94%

Late

04/11/2020


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

91% Late

Key Feature: Advanced Air Traffic Services -

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. ToC message exchange is operationally used with Malmö ACC, introduction with Copenhagen ACC is planned for Q1/2020. Exchange of Coordination messages will be tested with MUAC in 2020. Operational necessities and/or expected operational benefits determine the operational usage. Further introductions depend on operational necessities and/or expected operational benefits. 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.

- 91%

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

Key Feature: Enabling the Aviation Infrastructure -

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


COM11.1

Voice over Internet Protocol (VoIP) in En-Route Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2021

20% 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. UAC Karlsruhe will be equipped with VoIP capable VCS 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:12/2021)

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. UAC Karlsruhe will be equipped with VoIP capable VCS 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.

- 20%

Late

31/12/2024

COM11.2

Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023

20% Late


The implementation of Voice over Internet Protocol (VoIP) in Airport/Terminal is ongoing. 31/12/2024 ASP (By:12/2023)

DFS The implementation of Voice over Internet Protocol (VoIP) in Airport/Terminal is ongoing. - 20% 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

58% Ongoing

Links: B1-SWIM | Key Feature: Enabling the Aviation Infrastructure -

In Germany the activities to connect to NewPENS are ongoing. 31/05/2020 ASP (By:12/2024)

DFS DFS activities to connect to NewPENS are ongoing and planned to be finished in May 2020. - 88% Ongoing

31/05/2020 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

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services 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

82% Completed

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDF - Frankfurt Airport

At Frankfurt Airport, conventional CDO procedures are possible but most often not applicable due to heavy traffic load. Design and implementation of CDO procedures under PBN conditions is ongoing.

31/12/2020

ASP (By:12/2023)

DFS

At Frankfurt Airport, conventional CDO procedures are possible but most often not applicable due to heavy traffic load. Design and implementation of CDO procedures under PBN conditions is ongoing.

- 78%

Completed

31/12/2020

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


82% Completed

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDH - Hamburg Airport

At Hamburg Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing. 31/12/2020

ASP (By:12/2023)

DFS At Hamburg Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing.

- 78% Completed

31/12/2020

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

31/12/2013

ENV01


82% Completed

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDK - Cologne - Bonn Airport

At Cologne-Bonn Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing. 31/12/2020

ASP (By:12/2023)

DFS At Cologne-Bonn Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing.

- 78% Completed

31/12/2020

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

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

Completed

31/12/2010

ENV01


78% Completed

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDL - Düsseldorf Airport

At Dusseldorf Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing. 31/12/2020

ASP (By:12/2023)

DFS

Conventional 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. Design and implementation of CDO procedures under PBN conditions is ongoing.

- 78%

Completed

31/12/2020

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


82% Completed

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDM - München Airport

At Munich Airport, conventional CDO procedures are established and mainly used at night. Design and implementation of CDO procedures under PBN conditions is ongoing. 31/12/2020

ASP (By:12/2023)

DFS

At Munich Airport, conventional CDO procedures are established and mainly used at night. Design and implementation of CDO procedures under PBN conditions is ongoing.

- 78%

Completed

31/12/2020


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

28/02/2009

ENV01


78% Completed

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDN - Nuremberg Airport

At Nuernberg Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing. Due to low traffic load CDO procedures are possible at Nuernberg Airport but a systematic collection and analysis of data does not take place.

31/12/2020

ASP (By:12/2023)

DFS At Nuernberg Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing.

- 78% Completed

31/12/2020

APO (By:12/2023)

NUREMBERG Airport

Due to low traffic load CDO procedures are possible at Nuernberg Airport but a systematic collection and analysis of data does not take place.

- % Not

Applicable -

ENV01


77% Ongoing

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDS - Stuttgart Airport

At Stuttgart Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing. 31/12/2023

ASP (By:12/2023)

DFS At Stuttgart Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing.

- 78% Completed

31/12/2020

APO (By:12/2023)

STUTTGART Airport

CDO procedures are implemented at Stuttgart Airport. Monitoring and performance measurement are not yet possible for the Airport Operator.

- 75% Ongoing

31/12/2023


ENV01


82% Completed

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDV - Hannover Airport

At Hannover Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing. 31/12/2020

ASP (By:12/2023)

DFS At Hannover Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing.

- 78% Completed

31/12/2020

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

Links: B0-NOPS | Key Feature: Optimised ATM Network Services -

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

FCM04.2

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

0% Planned

Key Feature: Optimised ATM Network Services -

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

Links: B1-ACDM, B1-NOPS | Key Feature: Optimised ATM Network Services -

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



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

31/12/2020

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

FRAPORT AG

The airports are responsible for supporting the interactive rolling NOP by providing the necessary information via AOP within the timeframe of the objective. DFS collaborates with airports on AOP evolution. 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

-


FCM06

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

50% Ongoing


DFS doesn’t differ between local Traffic Load Management Tool or Local Traffic Complexity tool. A Local ATFCM Tool is planned to be implemented between 2017 - 2021. 31/12/2021

ASP (By:12/2021)

DFS

DFS local ATFCM tool receives, processes and integrates 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.

- 50%

Ongoing

31/12/2021

FCM08

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

5% Ongoing

Links: B1-FICE | Key Feature: Enabling the Aviation Infrastructure -

The implementation of Extended Flight Plan is planned to be finished within the timeframe of the objective. 31/12/2021

ASP (By:12/2021)

DFS

The implementation of Extended Flight Plan 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.

- 5%

Ongoing

31/12/2021


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.

31/12/2022

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 since 2019.

- 3%

Late

31/12/2022

ASP (By:05/2018)

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

Not yet planned

-

MIL

eTOD regulatory framework is not yet established, as the policy has not been fixed. German MIL with its own MAA, ASP, APO and data collection services has to establish an eTOD regulatory framework.

- 0%

Not yet planned

-



Not Applicable

-

MUNICH 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

-

DÜSSELDORF Airport

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

10% Ongoing

Links: B1-DATM, B1-SWIM | Key Feature: Enabling the Aviation Infrastructure -

Implementation activities for INF08.1 are ongoing at DFS. 31/12/2024 ASP (By:12/2024)

DFS 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.

- % Not yet planned

- 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.

- 10% Ongoing

31/12/2024

BER DUS MUC Implementation not yet planned. - %

Not yet planned

-

ITY-ACID

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

92% Late


DFS has declared the airspace FL100 and above as Mode S airspace. However, in many regions Mode S coverage is ensured even below FL100, sometimes down to ground. All relevant DFS systems are able to process the downlinked aircraft identification. Downlinked aircraft identification is in use for more than 50% of all flights in the German airspace. DFS has declared 8 international airports as Mode S airport: Bremen, Hannover, Leipzig, Berlin-Schönefeld, Berlin-Tegel, Düsseldorf, Frankfurt/Main and München.

31/12/2020

ASP (By:01/2020)

DFS

DFS has declared the airspace FL100 and above as Mode S airspace. However, in many regions Mode S coverage is ensured even below FL100, sometimes down to ground. All relevant DFS systems are able to process the downlinked aircraft identification. Downlinked aircraft identification is in use for more than 50% of all flights in the German airspace. DFS has declared 8 international airports as Mode S airport: Bremen, Hannover, Leipzig, Berlin-Schönefeld, Berlin-Tegel, Düsseldorf, Frankfurt/Main and München.

- 92%

Late

31/12/2020


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

70% Late

Links: B0-DATM | Key Feature: Enabling the Aviation Infrastructure -

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)

NSA For the NSA part, see the MoT comment. - 20% Late 31/12/2021

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

31/12/2021

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



Not Applicable

- MUNICH Airport Munich Airport completed all SLoAs of the objective. - 100% Completed

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

31/12/2020

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

31/12/2017


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

Links: B0-TBO | Key Feature: Enabling the Aviation Infrastructure -

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 2022. Measures to be taken to ensure the finalisation of frequency conversion by end of 2020 (approx. 9 sites remaining to be finalized in 2020) and the relevant frequencies to be converted.

31/12/2022

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. - 13% Late 31/12/2022

ASP (By:12/2018)


DFS

DFS plans to finish the implementation of air-ground voice channel spacing requirements below FL195 by end of 2020. The task of the DFS project RASUM 8.33 is to upgrade relevant radio sites based on DFS product management requirements. Other related topics like the upgrade/renewal of automated direction finders, contingency radio sites for TWR and CC purposes are the tasks of DFS product management, as well.

RASUM 8.33 (Radio Site

Upgrade and Modernisati

on)

82%

Late

31/12/2020

MIL (By:12/2020)

MIL It is planned to have all military aircraft equipped according the relevant requirements until 2022. - 25% Late

31/12/2022


APO (By:12/2018)

DÜSSELDORF 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 are 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

FRAPORT AG


- 100%

Completed

31/01/2012

MUNICH Airport


- 100%

Completed

31/01/2012

BERLIN BRANDENBURG Airport


Not Applicable

-


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

60% Late

Links: B0-FICE, B1-FICE | Key Feature: Enabling the Aviation Infrastructure -

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 2022. 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

31/12/2022

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

31/12/2022


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% Late

Links: B0-ASUR | Key Feature: Enabling the Aviation Infrastructure -

For the German NSA and for DFS the implementation of the requirements derived from Regulation (EU) No 1207/2011 is completed. Most of the military aircraft are equipped with Mode-S Elementary Surveillance. An exemption regulation is agreed with the German NSA. Most of the military transport-type State aircraft are equipped with ADS-B. The requirements for the German military are planned to be implemented until 2026.

31/12/2026

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. Most of the military transport-type State aircraft are equipped with ADS-B. Military transport-type State aircraft A400M is not yet equipped but will be upgraded until 2026.

- 33%

Late

31/12/2026


NAV03.1

RNAV 1 in TMA Operations Timescales: Initial operational capability: 01/01/2001 One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030

55% Ongoing

Links: B0-CCO, B0-CDO, B1-RSEQ | Key Feature: Advanced Air Traffic Services -

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 2020, 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.

06/06/2030

REG (By:06/2030)

NSA

The transition plan for PBN in ANS provision is being developed by the ANS-provider in coordination with the NSA. The transition plan is planned to be finished by the end of 2020. Final verification is to take place shortly afterwards.

- 10%

Ongoing

30/06/2021

ASP (By:06/2030)

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 2020, the next package of procedures for the airports of Hamburg (EDDH), Hamburg/Finkenwerder (EDHI), Luebeck (EDHL) and Kiel (EDHK) will be implemented.

- 61%

Ongoing

06/06/2030

NAV03.2

RNP 1 in TMA Operations Timescales: Start: 07/08/2018 All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030

46% Ongoing


Currently for SIDs and approaches, the implementation is ongoing. There are no plans to implement RNP 1 arrival procedures in TMA operations. 06/06/2030

REG (By:06/2030)

NSA

The transition plan for PBN in ANS provision is being developed by the ANS-provider in coordination with the NSA. This coordination was kicked-off in 12/2018. The document is planned to be finished by the end of 2020. Final verification is to take place shortly afterwards.

- 10%

Ongoing

30/06/2021

ASP (By:06/2030)

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.

- 53%

Ongoing

06/06/2030


NAV10

RNP Approach Procedures to instrument RWY Timescales: Initial operational capability: 01/06/2011 Instrument RWY ends without precision approach in EU SES States, at Non-PCP airports: 03/12/2020 Instrument RWY ends served by precision approach (including PCP airports): 25/01/2024 Instrument RWY ends without precision approach in EU SES States, at PCP airports: 25/01/2024

55% Ongoing

Links: B0-APTA | Key Feature: Advanced Air Traffic Services -

APV/Baro and/or APV/SBAS procedures are published and implemented in accordance with ICAO Assembly resolution A37-11. 25/01/2024

REG (By:01/2024)

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

30/04/2011

NSA

The transition plan for PBN in ANS Provision is being developed by the ANS-provider in coordination with the NSA. The transition plan is planned to be finished by the end of 2020. Final verification is to take place shortly afterwards.

- 10%

Ongoing

30/06/2021

ASP (By:01/2024)

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

- 55% Ongoing

25/01/2024

NAV12

ATS IFR Routes for Rotorcraft Operations Timescales: Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes above FL150, where established.: 03/12/2020 One rotorcraft RNP0.3, RNP01 or RNAV1 SID and STAR per instrument RWY, where established.: 25/01/2024 Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes below FL150, where established.: 25/01/2024 All rotorcraft RNP0.3, RNP01 or RNAV1 SIDs and STARs per instrument RWY, where established.: 06/06/2030

% Not Applicable

Links: B1-APTA | Key Feature: Advanced Air Traffic Services -

This objective is reported, as “Not Applicable” because for the time being there is no intention to implement ATS IFR routes (LLR) for rotorcraft operations. -

REG (By:06/2030)

NSA - - % Not

Applicable -

ASP (By:06/2030)

DFS This objective is reported, as “Not Applicable” because for the time being there is no intention to implement ATS IFR routes (LLR) for rotorcraft operations.

- % Not

Applicable -


SAF11

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

100% Completed

Key Feature: High Performing Airport Operations -

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 requires different handling, it may be possible to deviate from ICAO provisions.

- 100%

Completed

31/12/2013


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

Not Applicable

-

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

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

Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services -

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

Links: B0-SNET | Key Feature: Advanced Air Traffic Services -

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

Links: B0-ACAS | Key Feature: Advanced Air Traffic Services -

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)



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

Links: B0-FICE | Key Feature: Advanced Air Traffic Services -

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 14 systems of ASR-S were taken into operation by the end of 2019.

31/12/2022

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 14 systems of ASR-S were taken into operation by the end of 2019. 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 2022.

- 10%

Late

31/12/2022


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

Links: B1-RATS | Key Feature: High Performing Airport Operations 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

Links: B1-RATS | Key Feature: High Performing Airport Operations EDDE - Erfurt-Weimar Airport

The implementation of Remote Tower Services for Erfurt Airport is ongoing and planned to be finished in March 2021. The Services will be provided from Leipzig, where the DFS Remote Tower Centre is located.

31/03/2021

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

Links: B1-RATS | Key Feature: High Performing Airport Operations 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

AOP15 Enhanced traffic situational awareness and airport safety nets for the vehicle drivers Applicability and timescale: Local

100% Completed


Initial implementation and training of relevant personnel is complete. Rollout for use of multiple stakeholders is still ongoing. Current functionalities include moving map in vehicles, display of surrounding traffic (in movement areas) and provision of alerts to vehicle drivers. This includes alerts for potential or actual conflict with an aircraft or other vehicles, alerts for area infringement, notifications and directions to points of interest and simple route displays. Current users are fire brigade, marshallers and snow removal team Planned further functionalities for project are route and alert sharing with apron controller working position and the display (and functionalities) of temporary restrictions.

31/12/2019


% Not yet planned


For the time being, at Duesseldorf Airport there are no plans for enhanced traffic situational awareness and airport safety nets for vehicle Drivers. -



% Not yet planned


Munich Airport regards this activity as absolutely useful, however, no action has been started on this yet. -

AOP16 Guidance assistance through airfield ground lighting Applicability and timescale: Local % Not yet

planned Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations

EDDF - Frankfurt Airport For the time being, at Frankfurt Airport there are no plans for additional guidance assistance through airfield ground lighting. Since objective AOP13 (Automated Assistance to Controller for Surface Movement Planning and Routing) is a pre-requisite for AOP16, no actions are planned yet.

-

AOP16 Guidance assistance through airfield ground lighting Applicability and timescale: Local % Not yet

planned Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations

EDDL - Düsseldorf Airport For the time being, at Duesseldorf Airport there are no plans for additional guidance assistance through airfield ground lighting. Since objective AOP13 (Automated Assistance to Controller for Surface Movement Planning and Routing) is a pre-requisite for AOP16 no actions are planned yet.

-

AOP16 Guidance assistance through airfield ground lighting Applicability and timescale: Local % Not

Applicable Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations

EDDM - München Airport Guidance assistance through airfield ground lighting is a favourable solution at least in low-visibility conditions. Due to the fact that a respective project has been paused the objective is set to "Not Applicable" for the time being.

-

AOP17 Provision/integration of departure planning information to NMOC Applicability and timescale: Local % Not

Applicable Links: B1-ACDM, B1-NOPS | Key Feature: High Performing Airport Operations

EDDF - Frankfurt Airport The local objective should be considered as not applicable for the airports that already deployed A-CDM or plan to deploy A-CDM in near future. DFS considers provision/integration of departure planning information to NMOC as completed.

-



EDDL - Düsseldorf Airport The local objective should be considered as not applicable for the airports that already deployed A-CDM or plan to deploy A-CDM in near future. DFS considers provision/integration of departure planning information to NMOC as completed.

-




EDDM - München Airport The local objective should be considered as not applicable for the airports that already deployed A-CDM or plan to deploy A-CDM in near future. DFS considers provision/integration of departure planning information to NMOC as completed.

-

AOP18 Runway Status Lights (RWSL) Applicability and timescale: Local % Not yet

planned Links: B2-SURF | Key Feature: High Performing Airport Operations

EDDF - Frankfurt Airport Implementation of Runway Status Lights is not planned yet. -

AOP18 Runway Status Lights (RWSL) Applicability and timescale: Local % Not yet

planned Links: B2-SURF | Key Feature: High Performing Airport Operations

EDDL - Düsseldorf Airport For the time being, at Duesseldorf Airport there are no plans for additional Runway Status Lights (RWSL). -

ATC18 Multi-Sector Planning En-route - 1P2T Applicability and timescale: Local % Not yet

planned Key Feature: Advanced Air Traffic Services

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

ATC19 Enhanced AMAN-DMAN integration Applicability and timescale: Local

% Not yet planned


For the time being there are no plans for Enhanced AMAN-DMAN Integration. -

ATC20 Enhanced STCA with down-linked parameters via Mode S EHS Applicability and timescale: Local

100% Completed

Links: B1-SNET | Key Feature: Advanced Air Traffic Services -

Enhancement of the STCA with selected flight level (SFL) information down-linked from the suitably equipped aircraft via the Mode-S EHS is available. 13/12/2019

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

Applicable Key Feature: High Performing Airport Operations

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

Key Feature: High Performing Airport Operations 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


Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport


31/01/2013


Key Feature: High Performing Airport Operations EDDM - München Airport


31/07/2007

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local % Planned

Links: B0-CCO | Key Feature: Advanced Air Traffic Services 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.

31/12/2021


6. Annexes

A. Specialists involved in the ATM implementation reporting for Germany

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point Assigned by the Federal Supervisory Authority for Air Navigation Services (BAF)

Ralf REISER

LSSIP Focal Point for NSA 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

Other Focal Points Organisation Name

Focal Point for U-space DFS Deutsche Flugsicherung GmbH

Ralf REISER Angela KIES


B. National stakeholders organisation charts


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

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


C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more

The table below (extracted from the MPL3 Progress Plan 2019) shows for each implementation objective, the links with the SESAR Key Features, Major ATM Changes, SESAR 1 Solutions, Deployment Program families, ICAO ASBU, EASA EPAS and AAS TP milestones.

Level 3 Implementation Objectives SESAR

Key Feature

Major ATM change

SESAR Solution

DP family

ICAO ASBU B0, B1, B2

EPAS AAS TP

AOM13.1 - Harmonise OAT and GAT handling

FRA & A-FUA - - - - -

AOM19.1 - ASM tools to support A-FUA

FRA & A-FUA #31 3.1.1 B1-FRTO B1-NOPS - AM-1.8

AOM19.2 - ASM management of real-time airspace data

FRA & A-FUA #31 3.1.2 B1-FRTO B1-NOPS - AM-1.8

AOM19.3 - Full rolling ASM/ATFCM process and ASM information sharing

FRA & A-FUA #31 3.1.3 B1-FRTO B1-NOPS B2-NOPS

- AM-1.8

AOM19.4 – Management of Pre-defined Airspace Configurations

FRA & A-FUA #31 3.1.4 B1-FRTO B1-NOPS - -

FCM03 - Collaborative flight planning

ATFCM - 4.2.3 B0-NOPS - AM-1.14

*FCM04.1 – STAM phase 1

ATFCM - 4.1.1 - - -

FCM04.2 - STAM phase 2

ATFCM #17 4.1.2 - - AM-1.11

FCM05 - Interactive rolling NOP

NOP #20, #21 4.2.2 4.2.4

B1-ACDM B1-NOPS

- AM-1.12

FCM06 - Traffic Complexity Assessment

ATFCM #19 4.4.2 B1-NOPS -

AM-1.13

FCM07 - Calculated Take-off Time (CTOT) to Target Times for ATFCM Purposes

ATFCM #18 4.3.1 4.3.2 B1-NOPS

- AM-1.9

FCM09 - Enhanced ATFM Slot swapping

ATFCM #56 - B1-NOPS -

-



Key Feature

Major ATM change

SESAR Solution

DP family


EPAS AAS TP

*AOM21.1 - Direct Routing

Free Route #32 3.2.1 3.2.3

B0-FRTO B1-FRTO

- -

AOM21.2 - Free Route Airspace

Free route #33, #66 3.2.1 3.2.4 B1-FRTO

- AM-1.6 AM-1.10 AM-5.1

ATC02.8 - Ground based safety nets

ATM Systems - 3.2.1 B0-SNET B1-SNET

- -

ATC02.9 – Enhanced STCA for TMAs

ATM Systems #60 - B0-SNET B1-SNET MST.030 -

ATC07.1 - Arrival management tools

Enhanced Arrival Seq - 1.1.1 B0-RSEQ

- -

ATC12.1 - MONA, TCT and MTCD

ATM Systems #27, #104 3.2.1 B1-FRTO - AM-1.15

AM-5.1

ATC15.1 – Initial extension of AMAN to En-route

Enhanced Arrival Seq - 1.1.2 B1-RSEQ

- -

ATC15.2 - Extension of AMAN to En-route

Enhanced Arrival Seq #05 1.1.2 B1-RSEQ

- AM-1.3

ATC17 - Electronic Dialog supporting COTR

Free Route - 3.2.1 - -

AM-1.3

ATC18 – Multi Sector Planning En-route – 1P2T

Free Route #63 - - - AM-4.3

AM-5.1

ATC19 - Enhanced AMAN-DMAN integration

Enhanced Arrival Seq #54 - B2-RSEQ

- -

ATC20- Enhanced STCA with down-linked parameters via Mode S EHS

ATM Systems #69 - B1-SNET -

-

ENV01 – Continuous Descent Operations

PBN - - B0-CDO B1-CDO

- -

ENV03 – Continuous Climb Operations

PBN - - B0-CCO -

-

NAV03.1 – RNAV1 in TMA Operations

PBN #62 - B0-CDO B0-CCO B1-RSEQ

RMT.0639 RMT.0445 -



Key Feature

Major ATM change

SESAR Solution

DP family


EPAS AAS TP

NAV03.2 – RNP1 in TMA Operations

PBN #09, #51 1.2.3 1.2.4 B1-RSEQ RMT.0639

RMT.0445 -

NAV10 - RNP Approach Procedures to instrument RWY

PBN #103 1.2.1 1.2.2 B0-APTA

RMT.0639 RMT.0445R

MT.0643 -

NAV12 – ATS IFR Routes for Rotorcraft Operations

PBN #113 - B1-APTA MST.031 -

AOP04.1 - A-SMGCS Surveillance (former Level 1)

Surface mgt #70 2.2.1 B0-SURF -

-

AOP04.2 - A-SMGCS RMCA (former Level 2)

Surface mgt - 2.2.1 B0-SURF -

-

AOP05 - Airport CDM

Collaborative Apt #106 2.1.1

2.1.3 B0-ACDM B0-RSEQ

- -

AOP10 - Time Based Separation

Enhanced ops in vicinity of rwy

#64 2.3.1 B1-RSEQ B2-WAKE

- -

AOP11 - Initial Airport Operations Plan

Collaborative Apt #21 2.1.4 B1-ACDM

- -

AOP12 - Improve RWY and Airfield safety with CATC detection and CMAC

Surface mgt #02 2.1.2 2.5.1 B2-SURF

- -

AOP13 – Automated assistance to Controller for Surface Movement planning and routing

Surface mgt #22 #53 2.4.1

B1-ACDM B1-RSEQ B2-SURF

- -

AOP14 – Remote Tower Services

Remote Tower #12, #71, #52, #13 - B1-RATS RMT.0624 -

AOP15 - Enhanced traffic situational awareness and airport SNET for the vehicle drivers

Surface mgt #04 - B2-SURF -

-

AOP16 - Guidance assistance through airfield ground lighting

Surface mgt #47 - B1-RSEQ B2-DURF

- -

AOP17 - Provision/integration of departure planning information to NMOC

Collaborative Apt #61 - B1-ACDM

B1-NOPS -

-



Key Feature

Major ATM change

SESAR Solution

DP family


EPAS AAS TP

AOP18 - Runway Status Lights (RWSL)

Surface mgt #01 - B2-SURF -

-

ENV02 – Airport Collaborative Environmental Management

Collaborative Apt - - -

- -

NAV11 - Implement precision approach using GBAS CAT II/III based on GPS L1

Enhanced ops in vicinity of rwy

#55 - B1-APTA -

-

SAF11 - Improve runway safety by preventing runway excursions

Surface mgt - - - MST.007

RMT.0570 RMT.0703

-

COM10 - Migration from AFTN to AMHS

CNS rat. - - - -

-

COM11.1 - Voice over Internet Protocol (VoIP) in En-Route

CNS rat. - 3.1.4 - -

AM-1.3

COM11.2 - Voice over Internet Protocol (VoIP) in Airport/Terminal

CNS rat. - - - -

-

COM12 - NewPENS

Pre-SWIM & SWIM - 5.1.2

5.2.1 B1-SWIM -

-

FCM08 – Extended Flight Plan

Pre-SWIM & SWIM #37 4.2.3 B1-FICE

- AM-1.4

INF07 - Electronic Terrain and Obstacle Data (e-TOD)

Pre-SWIM & SWIM - 1.2.2 -

RMT.0703 RMT.0704 RMT.0722

-

INF08.1 - Information Exchanges using the SWIM Yellow TI Profile

Pre-SWIM & SWIM #35, #46

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

B1-DATM B1-SWIM - AM-1.5



Key Feature

Major ATM change

SESAR Solution

DP family

ICAO ASBU B0, B1, B2 EPAS AAS TP

INF08.2 - Information Exchanges using the SWIM Blue TI Profile

Pre-SWIM & SWIM #28, #46

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.6.2

B1-DATM B1-SWIM - AM-9.1

INF09 - Digital Integrated Briefing

Pre-SWIM & SWIM #34 - B1-DATM

B1-SWIM -

-

ITY-ACID - Aircraft identification

CNS rat. - - - -

-

ITY-ADQ - Ensure quality of aeronautical data and aeronautical information

Pre-SWIM & SWIM - 1.2.2 B0-DATM RMT.0722

RMT.0477 -

ITY-AGDL - Initial ATC air-ground data link services

Data link - 6.1.1 6.1.3 6.1.4

B0-TBO RMT.0524 AM-1.1

ITY-AGVCS2 – 8.33 kHz Air-Ground Voice Channel Spacing below FL195

CNS rat. - - - -

-

ITY-FMTP - Apply a common flight message transfer protocol (FMTP)

Pre-SWIM & SWIM - - B0-FICE

B1-FICE -

AM-1.3

ITY-SPI - Surveillance performance and interoperability

CNS rat. - - B0-ASUR RMT.0679 RMT.0519 -

* AOM21.1 was achieved in 2017 and FCM04.1 was achieved in 2018, therefore they were removed from the Implementation Plan 2018/2019. They are kept in this table for traceability purposes.

Legend:

Objective’s link to SESAR Key Feature:






D. Implementation of U-Space Services This annex provides an overview of the current implementation progress and short to medium term planning information on the main elements underlying the provision of the 16 U-Space services enabling Very Low Level drones operations. Those elements are expected to be available in phases U1 (2019) to U3 (2025) as described in the European ATM Master Plan add-on: Roadmap for the safe integration of drones into all classes of airspace.

Phase Service Service Element

Progress Implementation Date

Comment

U1 e-Registration Registration enforcement implemented

Planned 01-07-2020 Commission Implementing Regulation (EU) 2019/947 of 24 May 2019 on the rules and procedures for the operation of unmanned aircraft

U1 e-Registration Remote Identification system add-on registration service available (i.e. device physical serial number)

Planned 01-07-2020

U1 e-Registration UA online registration service available

Planned 01-07-2020

U1 e-Registration UAS operator online registration service available

Planned 01-07-2020

U1 e-Registration UAS operator registration procedure implemented (e.g. national registration number)

Planned 01-07-2020

U1 e-Identification

Authority in charge of issuing and managing identification numbers (i.e. code allocation and coordination) established

Planned 01-07-2020 No designated authority in Germany

U1 e-Identification

E-identification enforcement implemented

Completed 31-12-2019 Identification plate in place




Comment

U1 e-Identification

The identification service includes the localisation of the drones (i.e. position and time stamp)

Planned 01-07-2020

U1 Pre-tactical geo-fencing

Geo-limitation database available

Completed 31-12-2019 DFS Drone App


Pre-defined restricted areas implementation

Completed 31-12-2019


User access to AIP and NOTAM provided (i.e. to feed drones embedded geofencing features)

Planned 31-12-2020

U2 Tactical geo-fencing

Geo-awareness information available (e.g. geofence and flight restriction information provided up to the moment of take-off)

Completed 31-12-2019 DFS Drone App


Real-time pre-defined restricted areas information data feed available

Planned 31-12-2020 UTM/Pro Version of DFS Drone App


Restricted area infringement notification implemented (based on ownship data)

Planned 31-12-2020 UTM

U2 Flight planning management

Airspace authorisation and flight planning approval processes available





Comment


Automated flight plan validation capability available

Planned 31-12-2020


Digital notification (i.e. digital NOTAM) capability available



Flight plan preparation/optimisation capabilities available



Flight planning support publications available (e.g. obstacles maps; population density maps; risk reduction)


U2 Weather information

Collection of weather information from different stakeholders implemented (including return of weather info drone to UTM)



Hyperlocal weather information available



Low-altitude wind forecasting information available



Predictive weather hazard alerts at planned drone mission sites available





Comment


Real-time low-altitude wind actual information available


U2 Tracking Cooperative UAS positioning infrastructure available


U2 Tracking Non-cooperative UAS tracking capabilities available (e.g. at airports; high value assets)

Planned 31-12-2021 Drone Detection System

U2 Tracking Real-time tracking capabilities available (e.g. location reports; data fusion from multiple sources)


U2 Tracking Surveillance data exchange interface available (i.e. capability to exchange data among the tracking service and other services/systems)


U2 Tracking Tracking data recording capability implemented


U2 Monitoring Air situation monitoring capability available (depending on the level of tracking available. See U2 Tracking capabilities)


U2 Monitoring Alert/Report line available





Comment

U2 Monitoring Flight non-conformance detection capability available


U2 Monitoring Non-cooperative drones identification capability available to law enforcement, regulatory authority and service providers

Planned 31-12-2021 Drone Detection System with UTM

U2 Monitoring Provision of traffic information to UAS operators implemented


U2 Monitoring Restricted area infringement detection capability available (based on surveillance data)


U2 Drone aeronautical information management

UTM-relevant dynamic aeronautical data available (i.e. provision of information to geofencing and mission planning services)

Completed 31-12-2019 AIM

U2 Drone aeronautical information management

UTM-relevant static aeronautical data available

Completed 31-12-2019 AIM

U2 Procedural interface with ATC

ATC/UAS coordination procedures defined according to airspace classification





Comment


Emergency and contingency procedures implemented



Flight notification procedures to nearby airports operators (i.e. AFIS; ATC; FIS) implemented



Pre-tactical controlled airspace access coordination processes available

Planned 31-12-2020


Rules awareness service adapted to specific areas, time, type of operations

Planned 31-12-2020


UAS access conditions prescription (for specific volumes of airspace) implemented

Planned 31-12-2020

U2 Emergency management

Emergency alert line available


U2 Emergency management

Provision of assistance information to UAS operator in case of emergency implemented

Planned 31-12-2020

U2 Strategic de-confliction

Manned-unmanned aircraft deconfliction capability available

Not yet Planned




Comment


Pre-flight information provision involving de-confliction management function

Not yet Planned


Strategic de-confliction capabilities based on mission plans analysis (e.g. conflicts identification; solution proposal) available


U3 Dynamic geo-fencing

Data-link connectivity to geofencing function implemented (e.g. through dedicated web service)



Live dynamic restricted areas information data feed available for real-time flight path adjustments



Up-to-date guidance information including safety concerns (e.g. forest fires; major events; VIP travel) provided


U3 Collaborative Interface with ATC

ATC alert notification implemented

Planned 31-12-2021

U3 Collaborative Interface with ATC

Global air situation monitoring capabilities available





Comment

U3 Tactical de-confliction

de-confliction management information transmission from the USSP to the UAS

Planned 31-12-2020 USSP not yet clearly defined yet.

U3 Tactical de-confliction

de-confliction management information transmission in real-time


U3 Dynamic capacity management

Airspace capacity monitoring capability available



Management for capacity due to non-nominal occurrences, such as weather hazards or emergency situations



UAS traffic complexity assessment capability available



demand and capacity management implemented



near-real-time flight authorization capability available



E. SESAR Solutions implemented in a voluntary way1

These SESAR Solutions are not included yet in the ATM MP L3 Plan.

EUROCONTROL is tasked by the SJU to identify the implementation progress of functionalities corresponding to validated SESAR Solutions published in the SJU Solutions Catalogue (https://www.sesarju.eu/newsroom/brochures-publications/sesar-solutions-catalogue), for which there is no implementation Objective (yet) in the ATM MP L3 Plan. This will allow to identify early movers and to gauge the interest generated by some of these functionalities, with the view of potentially addressing them with new Implementation Objectives in the ATM MPL3 Plan.

A facilitated questionnaire using the existing ATM MP L3 / LSSIP methodology is added to capture information on non-committed SESAR solutions. For practical reasons, since the LSSIP 2017 cycle the questionnaire is included in the LSSIP Annex.

SESAR Solution

Code

SESAR Solution

Title Solution Description

Has the SESAR Solution been implemented in your State?

(Y-N) - if “Yes”

please report where

Are there implementation plans in your State for the

SESAR Solution? (Y-N-N/A)

- If “Yes” please report when and where

implementation is planned

- If “N/A” please provide justification


#23

D-TAXI service for controller-pilot datalink communications (CPDLC) application

Use of data link communications between the Tower Controllers and the flight crew during surface movement. It is based on the D-TAXI service from the CPDLC application, as standardised by RTCA SC214/EUROCAE WG78 (DO-350 & DO-351). It also includes the access to this service for end users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew.

N N

#48

Virtual block control in low visibility procedures (LVPs)

In low visibility conditions, the tower controller working positions are provided with Virtual Stop Bars (VSB) to improve low visibility operations and enhance controllers¿ situational awareness. Virtual Stop Bars can be used by the controller to reduce block-sizes once procedural control applies. Additional controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog).

N N

1 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.

https://www.sesarju.eu/newsroom/brochures-publications/sesar-solutions-catalogue

https://www.sesarju.eu/newsroom/brochures-publications/sesar-solutions-catalogue


SESAR Solution

Code

SESAR Solution




please report where






#116 De-icing management tool

The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de-icing operations are no longer characterised by the A-CDM concept as ‘adverse conditions’, i.e. a state that is in need of collaborative recovery procedures, but rather a part of normal operations in the winter period. The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de-icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing.

Y - At A-CDM airports

Unknown - To be implemented by airport

#117

Reducing Landing Minima in Low Visibility Conditions using Enhanced Flight Vision Systems (EFVS)

The SESAR Solution “Reducing landing minima in low visibility conditions using enhanced Flight vision systems (EFVS)” is intended for flight crews, and corresponds to the use of EFVS visual based technologies displayed in HUD or an equivalent display system. The objective is to provide operational credit in approach as permitted per EASA EU 965/2012 and its coming amendments (NPA 2018-06 AWO) to face to Low visibility conditions. Enabling EFVS operations with operational credits provides a greater availability of suitable destination and alternate aerodromes during periods of reduced visibility. This effectively reduces the number of weather-related delays, cancellations or diversions of flights to CAT II/III

N N


SESAR Solution

Code

SESAR Solution




please report where






aerodromes, permits shorter routings and reduced fuel costs, a faster return to scheduled operations, and less passenger inconveniences. A unique advantage of the EFVS on board solution is that it is mainly supported by the aircraft system instead of airports and the need of complex and costly ground infrastructures as those implemented in CATII/III airports. From a global ATM network standpoint, the EFVS operation allows to retain traffic at most of secondary aerodromes by providing operational credit at most of runway ends with precision or non-precision landing minima (LPV, LNAV/ VNAV, ILS CAT1,…). The operational credit provided by EFVS is particularly important regarding secondary aerodromes because they usually have CAT1 or higher than CAT 1 RVR ¿ DA/DH minima and are therefore potentially more frequently impacted by adverse weather conditions. In addition, EFVS capability is a key operational advantage more especially for the business aviation community that is mainly composed of small/ medium operators with limited resources and operating frequently at small/ medium airports. Beyond operational credit, the Vision Systems such as the EFVS improves situational awareness in all weather conditions for all operators at all airports contributing supporting decision-making and increasing safety margin all the time.


#06

Controlled time of arrival (CTA) in medium-density/ medium-complexity environments

The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using airborne capabilities to improve arrival management. When a time constraint is needed for a flight, the ground system may calculate a CTA as part of the arrival management process, and then it may be proposed to the flight

N N


SESAR Solution

Code

SESAR Solution




please report where






for achievement by avionics within required accuracy. Airborne information may be used by the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA.

#08

Arrival management into multiple airports

The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into different airports by calculating the sequence of aircraft flying towards an area where their routes intersect. By imposing an adequate spacing of the aircraft in that area, a Time To Lose (TTL) for the appropriate upstream E-TMA sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E-TMA sector are superimposed and presented to the upstream en-route sector controllers.

Y - In TMA of EDDL and EDDK

N

#10

Optimised route network using advanced RNP

Based on Advanced-RNP navigation specification, design of optimised routes e.g. spaced parallel routes, Fixed Radius Transition (FRT) and Tactical Parallel Offset (TPO) further enhanced by onboard performance monitoring and alerting and the execution of more predictable aircraft behaviour

N N

#11

Continuous descent operations (CDO) using point merge

Progressive implementation of procedures for Continuous Descent Operations (CDO) and Continuous Climb Operations (CCO) in higher density traffic or to higher levels, optimised for each airport arrival/departure procedure

N (Tested at EDDP, but discarded by 01/2020)

N

#105

Enhanced airborne collision avoidance system (ACAS) operations using the autoflight system

New altitude capture laws aim to reduce unnecessary ACAS alarms and reduce the risk of mid-air or near mid-air collisions between aircraft as a last-resort safety net, by automatically reducing the vertical rate at the approach of the selected flight level (only when a Traffic Advisories-TA occurs), leading to less traffic perturbation, while not increasing flight crew workload.

N Unknown - To be deployed by airspace user


SESAR Solution

Code

SESAR Solution




please report where






#107

Point merge in complex terminal airspace

This new procedure design builds upon precision navigation technology (P-RNAV concept) for merging traffic into a single entry point, which allows efficient integration and sequencing of inbound traffic together with Continuous Descent Approaches (CDA).

N (Tested at EDDP, but discarded by 01/2020)

N

#108

Arrival Management (AMAN) and Point Merge

Point Merge in high density environment and complex Extended TMA (E-TMA) sectors replaces radar vectoring with a more efficient and simplified traffic synchronisation mechanism that reduces communication workload and increases collective traffic predictability.

N N

#118

Basic EAP (Extended ATC Planning) function

The basic Extended ATC Planner aims at bridging the gap between Air Traffic Flow and Capacity Management (ATFCM) and Air Traffic Control (ATC) providing real-time and fine-tuning measures to solve ATFCM hotspots, and to perform early measures to alleviate complexity closest to ATC activities. The solution consists of an automated tool and associated procedures supporting the basic communication between the Local DCB position and the Controllers' Work Positions allowing the EAP and the ATC team in identifying, assessing and resolving local complexity situations. The basic EAP relies on a real time integrated process for managing the complexity of the traffic with capability to reduce traffic peaks through early implementation of fine-tuned solutions to solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights.

N N


#57

User-driven prioritisation process (UDPP) departure

Airspace Users are allowed to change among themselves (via the pre-departure management process in CDM airports) the priority order of flights in the pre-departure sequence. The departure time will be automatically communicated/coordinated with the Network Management Function (NMF) via the DPI message as described in the A-CDM concept.

Y - With A-CDM at EDDB EDDF EDDH EDDL EDDM EDDN EDDS EDDV

N


SESAR Solution

Code

SESAR Solution




please report where







#67

AOC data increasing trajectory prediction accuracy

Europe’s vision to achieve high-performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while minimising constraints due to airspace and service configurations. SESAR has introduced an early version, which makes use of flight planning data sourced from airline operational control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE).

N N

#100

ACAS Ground Monitoring and Presentation System

The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they occur in accordance with ICAO regulations. However these reports can come late, incomplete or are, absent in some instances. This solution consists of a set of monitoring stations and a server system, which enable the continuous monitoring and analysis of ACAS RAs and coordination messages between airborne units from the ground.

N N

#101 Extended hybrid surveillance

This solution consists of an enhanced TCAS capability, adding passive surveillance methods and reducing the need for active Mode-S interrogations. By making fewer active interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency.

N Unknown - To be deployed by airspace user.

#102

Aeronautical mobile airport communication system (AeroMACS)

The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses the IEEE 802.16 (WiMAX) standard. Designed to operate in reserved (aeronautical) frequency bands, AeroMACS can be used for ANSPs, airspace users and airport authority communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports

N N


SESAR Solution

Code

SESAR Solution




please report where






globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP).

#109

Air traffic services (ATS) datalink using Iris Precursor

The Iris Precursor offers a viable option for ATS datalink using existing satellite technology systems to support initial four-dimensional (i4D) datalink capability. The technology can be used to provide end-to-end air–ground communications for i4D operations, connecting aircraft and air traffic management ground systems.

N N

#110

ADS-B surveillance of aircraft in flight and on the surface

The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate spoofing of the ground system by outside agents. These techniques can also be used to cope with malfunctioning of avionics equipment. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications.

Y - ADS-B Ground Surveillance operational at Nürnberg Airport for taxi

Y - Planned. BUT: Airborne mandate for all aircraft (also below MTOW 5,7 to and state aircraft) is pre-requisite and still outstanding


#114 Composite Surveillance ADS-B / WAM

By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of validated data items into the WAM channel, thereby preventing a need to re-interrogate the data item. Since the two surveillance layers share hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.

N

Y - Implementation is being planned. Airborne mandate for all aircraft (also below MTOW 5,7 to and state aircraft) is pre-requisite and still outstanding


F. Military Organisations Infrastructure

This Annex is not produced in 2019. It will be updated every second year, therefore it will be produced as part of the LSSIP 2020 document. In case information is sought on military infrastructure, previous LSSIP may be made available upon request to the respective Focal Point and/or Contact Person.


G. Glossary of abbreviations

This Annex mainly shows the abbreviations that are specific to the LSSIP Document for Germany.

Other general abbreviations are in the Acronyms and Abbreviations document in:

https://www.eurocontrol.int/airial/

Term Description

AF ATM Functionality

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

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

FAST MS Frankfurt Airport Surface Traffic Management System

FT Fast Track

GAF German Air Force

GAFHQ German Air Force Headquarters

GenFlSichBw Director Bundeswehr Aviation Safety

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

P1/ATCAS Air Traffic Control Automation System

PCP Pilot Common Project

RASUM DFS Programme for Radio Site Upgrade and Modernisation

WD Weekday

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