LOCAL SINGLE SKY IMPLEMENTATION - Eurocontrol...LSSIP Year 201 9 Austria- Level 1 Released Issue...

EUROCONTROL

2019Level 1 - Implementation Overview

LSSIP 2019 - AUSTRIALOCAL SINGLE SKY IMPLEMENTATION

LSSIP Year 2019 Austria- Level 1 Released Issue

Document Title LSSIP Year 2019 for Austria

Info Centre Reference 20/01/15/03

Date of Edition 09/06/2020

LSSIP Focal Point M. Stieber - [email protected] - Austro Control

LSSIP Contact Person A. Dybowska - [email protected] EUROCONTROL / NMD/INF/PAS

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 http://eaip.austrocontrol.at/

FAB Performance Plan Latest FABCE Performance Plan V2.0 For details contact: Mr Matej Eljon - [email protected]

mailto:[email protected]


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








https://www.atmmasterplan.eu/

https://www.eurocontrol.int/statfor

http://eaip.austrocontrol.at/



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.


TABLE OF CONTENTS

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

Introduction ....................................................................................................... 9

1. National ATM Environment .......................................................... 10 Geographical Scope .......................................................................................... 10 National Stakeholders ...................................................................................... 13

2. Traffic and Capacity ...................................................................... 21 Evolution of traffic in Austria ............................................................................ 21 ACC Vienna ....................................................................................................... 22

3. Implementation Projects .............................................................. 26 National projects .............................................................................................. 26 FAB projects ...................................................................................................... 28 Multinational projects ...................................................................................... 30

4. Cooperation activities ................................................................... 31 FAB Co-ordination............................................................................................. 31 Multinational cooperation initiatives ............................................................... 33

5. Implementation Objectives Progress ............................................ 35 State View: Overall Objective Implementation Progress ................................. 35 Objective Progress per SESAR Key Feature ...................................................... 37 ICAO ASBU Implementation Progress .............................................................. 41 Detailed Objectives Implementation progress ................................................. 42

6. Annexes ........................................................................................ 82 A. Specialists involved in the ATM implementation reporting for Austria ........... 82 B. National stakeholders organisation charts ....................................................... 83 C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more ...... 85 D. SESAR Solutions implemented in a voluntary way ........................................... 90 E. Military Organisations Infrastructure ............................................................... 98 F. Glossary of abbreviations ................................................................................. 99

LSSIP Year 2019 Austria- Level 1 1 Released Issue

Executive Summary

National ATM Context

Member State of:

Main national stakeholders:

- The Civil Aviation Authority (CAA), which is part of the Federal Ministry for Climate Action,

Environment, Energy, Mobility, Innovation and Technology (BMK) performs the function of the

Austrian Regulatory Authority (Oberste Zivilluftfahrt Behörde),

- The National Supervisory Authority / NSA is part of the Federal Ministry for Climate Action,

Environment, Energy, Mobility, Innovation and Technology (BMK),

- Austro Control ‘Luftfahrtagentur (LFA)’, NSA for civil ATCO and pilots licensing,

- Austro Control ‘Airworthiness & Certification, Operations, Technical Organisations’ (AOT),

- The Accident Investigation Board forming an independent Body within the BMK,

- Austro Control Österreichische Gesellschaft für Zivilluftfahrt mbH (ACG) - ANS Provider in

Austria,

- The Federal Ministry of Defence: Joint Forces Command / Air.

Main airport covered by LSSIP:

Wien Schwechat (LOWW / VIE)


Traffic and Capacity

The following diagrams show the traffic growth in Austria in Summer 2019 plus the forecasted traffic increase for 2020-2024 period. 2019 Summer en-route delay figures are also shown per ACC.

Traffic Growth

Summer 2019 (May-Oct)

Summer EnRoute Delay TFC Forecast

ACC Wien:

Traffic in ACC Wien increased during 2019 by 3,4%, whereas the ATFM Delays reached an average value of 1,88 min/flight; considering the post ops adjustments this value decreases to 1,64 min/flight. Nonetheless, the target of 0,19 min/flight was missed.

Heavy CB and TS activity throughout the summer season from April till September 2019 were spread over the whole LOVV FIR, causing extremely difficult and complex situations, especially in cross border areas (unanticipated traffic / intruders).

Austro Control MET staff was additionally performing their tasks from ACC Wien OPS room to ease coordination with Supervisors and FMP during certain days in June, July and August.

Participation in the joint FL adherence days of FABCE / Danube FAB / SMATSA on 2nd and 3rd May 2019 to support the Flight Plan initiative: ‘File it – Fly it’.

Airport Vienna:

Traffic at Vienna airport increased by + 9,9%, whereas ATFM caused delays reached the value of 0,91 min/flight, below the target of 1,27 min/flight.

Vienna Airport registered a total of 31.7 million passengers in the year 2019, thus handling 17.1% more travellers than in the previous year.

0.7% & 3.3%

2020-2024 +4.2%

2018 2019 1.46 2.99

2019


Airspace No major Airspace Changes were implemented in 2019, albeit preparatory work has started in the context of the European Airspace Architecture Study, to review the FABCE airspace and sectorisation (FABCE Airspace Task Force).

Additionally, in the near future the Austrian sectorisation will be subject to adaptations by redefining division flight levels between lower ACC sectors and Local Approach Units.

ATM System developments in 2019 - Complete renovation and rearrangement of OPS rooms in ACC and APP Vienna;

- Routine updates and improvements of the TopSky ATM System;

- Full restoration of the runway at the airport Salzburg.

Summary of 2019 developments:

Number of national projects: 10 major projects ongoing Number of FAB projects: 5 major projects ongoing Number of multinational projects: 2 major projects ongoing

- Implementation of certain Objectives/Projects,

COM12: New PENS was formally implemented in November 2019. ITY-ACID/ Aircraft Identification: was fully achieved and the whole FIR Wien has been declared as Mode-S area since July 2019;

- Important changes in organisational structures within main national stakeholders: As of January 2019, Austro Control’s managing board has been changed. The newly appointed directors are: Ms Valerie HACKL and Mr Axel SCHWARZ;

- important legislative changes 2019 was dedicated to prepare for the new Regulation (EU) 2017/373, in force since 02 January 2020.


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, ATC02.9, ATC18, ATC20, NAV12 and COM11.2.

Pre-SESAR Phase 2000 2030

91%

SESAR 1 (PCP only) 2011 2024

37%

SESAR 1 (non-PCP) 2013 2030

26%


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.

Optimised ATM Network

Services

86 %

Pre-

SESA

R Ph

ase

24 %

SESA

R 1

(PCP

onl

y)

n/a

SESA

R 1

(non

-PCP

)

Advanced Air Traffic Services

95 %

Pre-

SESA

R Ph

ase

70 %

SESA

R 1

(PCP

onl

y)

42 %

SESA

R 1

(non

-PCP

)

High Performing Airport Operations

99 %

Pre-

SESA

R Ph

ase

20 %

SESA

R 1

(PCP

onl

y)

0 %

SESA

R 1

(non

-PCP

)

Enabling the Aviation Infrastructure

84 %

Pre-

SESA

R Ph

ase

39 %

SESA

R 1

(PCP

onl

y)

27 %

SESA

R 1

(non

-PCP

)


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

93%


ATM Deployment Outlook

Deployed in 2018 - 2019 - New Pan-European Network Service (NewPENS) COM12 - 100 % progress - Aircraft Identification ITY-ACID - 100 % progress

- Ensure Quality of Aeronautical Data and Aeronautical Information ITY-ADQ - 73 % progress - Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 - 73 % progress - Electronic Terrain and Obstacle Data (eTOD) INF07 - 51 % progress - RNP Approach Procedures to instrument RWY NAV10 - 73 % progress - Collaborative Flight Planning FCM03 - 84 % progress

- Short Term ATFCM Measures (STAM) - Phase 2 FCM04.2 - 10 % progress - Surveillance Performance and Interoperability ITY-SPI - 66 % progress - Full Rolling ASM/ATFCM Process and ASM Information Sharing AOM19.3 - 25 % progress - Interactive Rolling NOP FCM05 - 50 % progress - Voice over Internet Protocol (VoIP) in En-Route COM11.1 - 50 % progress - Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 - 95 % progress - ASM Support Tools to Support Advanced FUA (AFUA) AOM19.1 - 20 % progress - ASM Management of Real-Time Airspace Data AOM19.2 - 50 % progress

- Voice over Internet Protocol (VoIP) in Airport/Terminal COM11.2 - 27 % progress - 8,33 kHz Air-Ground Voice Channel Spacing below FL195 ITY-AGVCS2 - 82 % progress - Arrival Management Extended to En-route Airspace ATC15.2 - 06 % progress - RNP 1 in TMA Operations NAV03.2 - 45 % progress - Information Exchanges using the SWIM Yellow TI Profile INF08.1 - 07 % progress - Extended Flight Plan FCM08 - 00 % progress - ATS IFR Routes for Rotorcraft Operations NAV12 - 10 % progress - Traffic Complexity Assessment FCM06 - 10 % progress - RNAV 1 in TMA Operations NAV03.1 - 78 % progress

State Objectives

By 2020 By 2021 By 2022 By 2023+


Deployed in 2018 - 2019 None

- Airport Collaborative Decision Making (A-CDM) AOP05 - 96 % progress

- Initial Airport Operations Plan AOP11 - 14 % progress

- Time-Based Separation AOP10 - 19 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 40 % progress - Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 08 % progress

Airport Objectives - Vienna International 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;

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

Austria is Member of the following international organisations in the field of ATM:

Organisation Since

ECAC 1955

EUROCONTROL 1993

European Union 1995

EASA 2003

ICAO 1948

NATO N/A Partnership for peace since 1995

ITU 1866

EDA 2004


Geographical description of the FIR

FIR delineation, ATC sectors and ATS delegations – index chart:

FIR WIEN is surrounded by FIRs of 7 States, namely I. Germany, (FIR Munchen, UIR Rhein), whereas ATS for the eastern part of Austria is delegated to ACC Munich and UAC Karlsruhe, II. Czech Republic (FIR Praha), III. Slovak Republic (FIR Bratislava), IV. Hungary (FIR Budapest), V. Slovenia (FIR Ljubljana), VI. Italy (FIR Milano), VII. Switzerland (FIR Zurich). Croatia (ACC Zagreb) is considered as adjacent ATS Unit, as ATS for the MURA Sector (Slovenian Airspace) is delegated to ACC Wien FL125+.


Airspace Classification and Organisation

To see recent details on airspace classification, open the following www-link and refer to eAIP Part II – ENR 1.4: https://eaip.austrocontrol.at/

SECSIFRA - South East Common Sky Initiative FRA: FIR Wien has established Free Route Airspace from GND to FL660 / Upper State Boundary.

In cooperation with the following States, a seamless Free Route Airspace has been implemented from various FLs (GND/FL205) up to FL660:

Austria

Slovenia

Croatia

Bosnia and Hercegovina

Serbia

Montenegro

eAIP Part II – ENR 6.9

https://eaip.austrocontrol.at/


ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

ACC Wien 11 - Refer to 1.1 ‘Geographical description of the FIR’

Although the hardware/software configuration of the Austrian ATM system Topsky allows a theoretical higher maximum number of elementary sectors, the current demand is served by a maximum of 12 - 14 operational sectors

APP Wien 6 FIR Praha, Bratislava and Budapest

TWR and APP Wien, located in the TWR Wien building

SALZBURG 1 LAU* SALZBURG

INNSBRUCK 1 LAU* INNSBRUCK

LINZ 1 LAU* LINZ

GRAZ 1 LAU* GRAZ

KLAGENFURT 1 LAU* KLAGENFURT

* LAU = Local Approach Unit

National Stakeholders

The main National Stakeholders in Austria involved in ATM: - The Civil Aviation Authority (CAA), which is part of the Federal Ministry for Climate Action,

Environment, Energy, Mobility, Innovation and Technology (BMK) performs the function of the

Austrian Regulatory Authority (Oberste Zivilluftfahrt Behörde),

- The National Supervisory Authority / NSA is part of the Federal Ministry for Climate Action,

Environment, Energy, Mobility, Innovation and Technology (BMK),

- Austro Control ‘Luftfahrtagentur (LFA)’, NSA for civil ATCO and pilots licensing,

- Austro Control ‘Airworthiness & Certification, Operations, Technical Organisations’ (AOT),

- The Accident Investigation Board forming an independent Body within the BMK,

- Austro Control Österreichische Gesellschaft für Zivilluftfahrt mbH (ACG) - ANS Provider in

Austria,

- The Federal Ministry of Defence: Joint Forces Command / Air.


The main activities of the stakeholders are detailed in the following subchapters and their specific relationships are shown in the figure below:

Civil Regulator(s)

General Information

Civil Aviation in Austria is the responsibility of the Federal Ministry of Climate Action, Environment, Energy, Mobility, Innovation and Technology (BMK), which represents Austria at the EUROCONTROL Decision Making Bodies.

The Regulator is institutionally separated from the ANS Service Provider.

The Civil Aviation Authority (CAA) is part of the BMK (Oberste Zivilluftfahrtbehörde).

The different national entities having regulatory responsibilities in ATM are summarised in the table below. The Civil Aviation Authority is further detailed in the following sections.


Activity in ATM: Organisation responsible Legal Basis

Rule-making CAA Aviation Act (BGBl Nr. 253/1957)

Safety Oversight NSA as part of the CAA Aviation Act (BGBl Nr. 253/1957) section. 120c and section 141. SMS and Safety Oversight are described in AASREF (ministerial decree) and NSA directive for ongoing oversight.

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

NSA as part of the CAA Aviation Act (BGBl Nr. 253/1957) section 120c, d and section 141. SMS and Safety Oversight are described in AASREF (ministerial decree) and NSA directive for ongoing oversight.

Airspace CAA/Austro Control Aviation Act (BGBl Nr. 253/1957) section 119, 120 a,c and section 124.

Economic NSA as part of the CAA Section Economic Affairs

Aviation Act (BGBl Nr. 253/1957) section 120c and section 141. Refer to FAB CE performance plan RP2

Environment NSA as part of the CAA Aviation Act (BGBl Nr. 253/1957) section 120c and section 141. Refer to FAB CE performance plan RP2

Security CAA Aviation Act (BGBl Nr. 253/1957) section 120c and section 141.

Accident investigation SUB (Sicherheitsuntersuchungsstelle des Bundes)

§ 136 Aviation Act and §2 UUG 2005, BGBl. I Nr. 123/2005

Austrian Civil Aviation Authority (CAA)

BMK incorporates the Civil Aviation Authority (CAA), which performs at the same time the function of the Austrian Regulatory Authority (Oberste Zivilluftfahrtbehörde).

ATM Safety occurrence analysis is done by the ANSP and there is a separate Accident Investigation Board as an independent body within the BMK; details can be found in chapter 1.2.5.

CAA Web site is identical to the NSA: www.bmk.gv.at

Annual Report published: Y To ensure conformity with Art. 12, Commission Regulation (EC) 549/2004, continuous reporting takes place through EASA Audit Reports, answering of pilot procedures and the LSSIP reporting process.

An organisational chart of BMK can be found in Annex B.

http://www.bmk.gv.at/


Austro Control GmbH

Services provided:

Governance: State enterprise Ownership: 100% Republic of Austria

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Aerodrome(s) Y

AIS Y

CNS Y

MET Y

ATCO training Y

Others Y Certification of Aircraft, Pilot licensing, Medical check for pilots and ATCOs

Additional information:

Provision of services in other State(s):

Y German regional airports (ATS-TWR for 10 German regional Airports)

Annual Report published: Y https://www.austrocontrol.at/jart/prj3/ac/main.jart?rel=en&content-id=1311169872625

Address of ANSP website: www.austrocontrol.at

An organisational chart can be found in Annex B.

Name of the ANSP: Meteo Serve Wetterdienst GmbH

Governance: GmbH Ownership: 100% Austro Control

Services provided Y/N Comment

ATC en-route N

ATC approach N

ATC Aerodrome(s) N

AIS N

CNS N

MET Y certified MET-Provider, no designation

ATCO training N

SAR N

Others N

Additional information:

Provision of services in other State(s):

N

Annual Report published: N

https://www.austrocontrol.at/jart/prj3/ac/main.jart?rel=en&content-id=1311169872625

https://www.austrocontrol.at/jart/prj3/ac/main.jart?rel=en&content-id=1311169872625

http://www.austrocontrol.at/


ATC systems in use:

Main ANSP part of any technology alliance1 Y COOPANS

FDPS

Specify the manufacturer of the ATC system currently in use: THALES: TOPSKY system within COOPANS alliance AVIBIT: for all main TWRs, using the Electronic Flight strip system DIFLIS

Upgrade2 of the ATC system is performed or planned?

A major upgrade of the TOPSKY took place in November 2015, integrating the terminal areas and MIL Control Centre. Upcoming releases in line with COOPANS enhancements up to twice per year.

Replacement of the ATC system by the new one is planned? First deployment of TOPSKY took place in 2013. No replacement plans yet, as the current system is still considered as state of the art.

ATC Unit

ACC and APP Wien, Local Approach Units plus TWRs are linked with TOPSKY via DIFLIS system, VFSS (Vienna Flight Service Station)

SDPS

Specify the manufacturer of the ATC system currently in use: Thales, using ARTAS tracker Austrian Wide Area Multilateration (WAM): SAAB

Upgrade of the ATC system is performed or planned? Planned continuously, 1-2 upgrades/year

Replacement of the ATC system by the new one is planned? No

ATC Unit ACC, APP/TWR Vienna, Local APP Units, MCC

1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))


Airports

General information

The main airports in Austria are operated by public and public/private enterprises. They are listed in the table below. As the sole ANS Provider, Austro Control provides Air Traffic Services at the airports.

Terminal Airspace (TMA or equivalent)

Airport Controlled by

WIEN WIEN/ SCHWECHAT (VIE/LOWW) TWR and APP Wien in the TWR Wien building

SALZBURG SALZBURG (SZG/LOWS) LAU*

INNSBRUCK INNSBRUCK (INN/LOWI) LAU*

LINZ LINZ (LNZ/LOWL) LAU*

GRAZ GRAZ (GRZ/LOWG) LAU*

KLAGENFURT KLAGENFURT (KLU/LOWK) LAU*

* LAU = Local Approach Unit

Airport(s) covered by the LSSIP

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

The airport covered in this LSSIP is: WIEN Schwechat (LOWW). The EUROCONTROL Public Airport Corner also provides information for Vienna: https://ext.eurocontrol.int/airport_corner_public/LOWW

Military Authorities

Military Authority is the Federal Ministry of Defence (MoD = BMLV).

The Military Aviation Division = Abteilung Militaerluftfahrt (MLF) is part of the Ministry of Defence (MoD = BMLV) and is responsible for Air Traffic Management (ATM) plus Air Navigation Services (ANS). Co-ordination with Ministry of Transport at strategic level is done via the High Level Airspace Policy Board = Lenkungsausschuss Flugsicherung (LAF).

The planning of airspace use at pre-tactical level is done via the civil/military joint unit Airspace Management Cell (AMC).

Day-to-day co-ordination of Operational Air Traffic (OAT) and General Air Traffic (GAT) is handled at the tactical level between civil ATS Units and representatives of the Military Control Centre (MCC).

Austro Control is the sole Austrian ATS provider and allocates airspace to military units on a temporary basis. Military ATS is normally provided to OAT and additionally to GAT within military airspace (Military Training Areas, Military Control Zones, Military Terminal Areas and Military Aerodrome Traffic Zones).

https://ext.eurocontrol.int/airport_corner_public/LOWW


Regulatory role

Regulatory framework and rule-making

Oversight

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: National Law, Aviation Act Level of such legal provision: National Law, Aviation Act

Authority signing such legal provision: Austrian Government Authority signing such legal provision: MOD / MLF

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

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

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

ATCO Training Y ATCO Training Y

ATCO Licensing Y ATCO Licensing Y

ANSP Certification N ANSP Certification N

ANSP Supervision Y ANSP Supervision Y

Aircrew Training Y ESARR applicability Y

Aircrew Licensing Y SES legislation as applicable Y

Additional Information: N/A Additional Information: N/A

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

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

National AIP Y National AIP Y

National Military AIP N/A National Military AIP N/A

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: Aeronautical Charts Y Other: Aeronautical Charts Y

OAT GAT

National oversight body for OAT: MoD NSA (as per SES reg. 550/2004) for GAT services provided by the military: Y

Additional information: N/A Additional information: N/A

For TRG and licensing of MIL ATC personnel

MIL NSA


Service Provision role

Military ANSP providing GAT services SES certified?

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

N/A

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

Y

Additional Information: N/A

User role

Flexible Use of Airspace (FUA)

OAT GAT

Services Provided: Services Provided:

En-Route Y En-Route Y

Approach/TMA Y Approach/TMA Y

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

AIS Y AIS Y

MET Y MET Y

SAR Y SAR Y

MIL Training Area (MTA) monitoring

Y FIS Y

Other: N/A Other: N/A

Additional Information: Additional Information:

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

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

Free Routing Y Within specific corridors only N

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

Within a special OAT route system Y Under radar advisory service Y

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

No special arrangements N Exemption from Route Charges Y

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

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

Others: N/A

Military in Austria 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 Austria

2019 Traffic in Austria (ACC plus INN corridor) increased by 4.2% in 2019 compared to 2018.

2019-2024

The EUROCONTROL Seven-Year Forecast predicts an annual traffic growth of between 0.7% and 3.3% throughout the planning cycle, with a baseline growth of 2.3%.

0

200000

400000

600000

800000

1000000

1200000

1400000

1600000

1800000

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

Austria - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

International Dep/Arr 24%

Domestic flights 1% Overflights

75%

Austria - 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 4.8% 6.3% 3.7% 2.7% 2.4% 2.4% 2.1%B 0.6% 4.9% 5.6% 4.5% 4.5% 2.2% 2.2% 1.7% 1.7% 1.3%L 4.1% 2.4% 0.1% 0.8% 0.5% 0.6% 0.0%

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)

Austria

A = Actual

F = Forecast


ACC Vienna

Traffic and en-route ATFM delays 2015-2024

Performance summer 2019

Vienna 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: 5.2% B: 4.5% L: 2.7%

+8% +3.4% 1.88 0.19

Summer +1.6% 2.99 202 (+2%) 181 (-9%) Yes

Summer 2019 performance assessment

The average en-route delay per flight increased from 1.46 minutes per flight in Summer 2018 to 2.99 minutes per flight in Summer 2019. 43% of the Summer delays were due to Weather, 36% due to ATC capacity and 21% due to ATC staffing. The ACC capacity baseline was measured with ACCESS / Reverse CASA at 181. During the measured period, the average peak 1 hour demand was 203 and the average peak 3 hour demand was 188.

Operational actions Achieved Comments

AMAN LOWW Yes

Improved ATFCM techniques, including STAM Yes

Enhanced sectorisation according to the FAB CE Airspace Plan Yes As per ERNIP Part 2

Minor sector adaptations Yes

Improved operational procedures including FMP/AMC Yes

Recruitment to increase staff levels Yes Unexpected departure of some staff to other ANSPs, and

the long term absences.

Continuous system improvements Yes

Additional sectors as required, depending on traffic demand levels and available staff

Yes Applied with limited extent.

Maximum configuration: 12 sectors Yes 12 sectors were opened

2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 2946 2906 3249 3336 3365Summer Traffic 2493 2499 2754 2948 2995Yearly Traffic 2092 2099 2301 2468 2552Summer Traffic Forecast 3103 3179 3258 3314 3368High Traffic Forecast - Summer 3153 3284 3385 3477 3570Low Traffic Forecast - Summer 3038 3051 3078 3105 3126Summer enroute delay (all causes) 0.15 0.12 0.48 1.46 2.99Yearly enroute delay (all causes) 0.09 0.07 0.29 0.90 1.88

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Remedial measures Achieved Comments

Continued effort to increase staffing levels Yes Unexpected departure of some staff to other ANSPs, and the long term absences.

Continued alignment of traffic demand and sector opening times at sector group level

No Not possible at all times due to the unexpected departure of some staff to other ANSPs, and the long term absences. When sector opening scheme from the NOP was available the delays remained at the low levels.

Network weather mitigation measures No Applied at local level. Vienna ACC to be included in the

network weather mitigation measures as from summer 2020

Implementation of the eNM/ANSPs proposed measures Yes

Central/South East Europe airspace restructuring project Yes

Planning Period 2020-2024

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 the measures that will be implemented before the summer season.

Summer Capacity Plan

2020 2021 2022 2023 2024

Free Route Airspace

Airspace Management Advanced FUA

Airport & TMA Network Integration Common initiative between VIE, ACG, and the customers

AOP

ACDM for LOWW

Cooperative Traffic Management Improved ATFCM techniques, including STAM

Airspace Enhanced sectorisation according to the FAB CE Airspace Plan and the European restructuring program

Airspace restructuring project

Procedures Improved operational procedures including FMP/AMC

Staffing Recruitment to increase staff levels

Technical

Continuous system improvements

FAST (Final App

Spacing Tool) Step 1

FAST Step 2 Including TBS for

LOWW

Capacity Additional sectors as required, depending on traffic demand levels and available staff

Significant Events

Max sectors (Sufficient to cope with demand during

normal operations) 11 11 12 12 12

Planned Annual Capacity Increase 3% 7% 5% 3% 3%

Reference Profile Annual % Increase 32% 2% 3% 2% 2%

Current Routes Profile % Increase 11% 2% 2% 2% 2%

Difference Capacity Plan v. Reference Profile -22,2% -18,4% -16,7% -16,3% -15,6%

Difference Capacity Plan v. Current Routes Profile -7,5% -2,9% -0,5% 0,0% 0,5%

Annual Reference Value (min) 0.42 0.39 0.29 0.19 0.19

Additional information

The national capacity plan foresees the opening of max. 11 sectors by maintaining the current overall operational OPS hours of ACC Wien. This will be achieved by applying a more flexible adaptation to the traffic demand supporting inter alia the first rotation of the day.

An outline of available sector configuration for typical weekdays and a weekend days for the summer months in 2020, as specified


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2018 2019 2020 2021 2022 2023 2024Reference Capacity Profile 239 244 251 257 262Capacity Profile - Shortest Routes (Open) 231 236 243 247 252Capacity Profile - Current Routes 201 205 210 215 220Capacity Profile - High 243 253 263 271 279Capacity Profile - Low 234 235 237 239 240Capacity Baseline 198 1812020 - 2024 Plan 186 199 209 215 221

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2020-2024 Planning Period Outlook

Vienna ACC’s capacity gap will depend on the impact of eNM/ANSPs measures for summer 2020 but it is expected to gradually decrease.


3. Implementation Projects

The tables below presents the high-level information about the main projects currently ongoing in Austria, respectively projects which have been closed max. 2 years in the past.

The details of each project are available in Chapter 2 of the Level 2 - Detailed Implementation Status document.

National projects

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

8,33 FRQ channel spacing below FL195 (COM Services )

Austrocontrol (AT), Flughafen Wien AG (AT)

31st December 2018 Closed L3: ITY-AGVCS2

ACID Phase 2 Mode S and WAM implementation (SUR Service)

Austrocontrol (AT) End 2019 Closed L3: ITY-ACID

AF2_MET-Compliance-Program (2015_220_AF2)

Austrocontrol (AT) 01/03/2016 - 31/12/2020 Procurement in preparation until end of 2018. Full OPS planned by 2021.

L3: AOP10 DP2016: 2015_220_AF2

AF5 AIM Compliance Pogram (2015_230_AF5)

Austrocontrol (AT) 01/03/2016 - 31/12/2020 Ongoing according to Project plan.

L3: ITY-ADQ DP2016: 2015_230_AF5

ATM Data Quality (ADQ) (#006AF5)

Austrocontrol (AT) 01/01/2014 - 31/12/2020 Late ongoing L3: ITY-ADQ DP2016: #006AF5

ATM system and Sub-System evolution for COTR (ATM System)

Austrocontrol (AT) Dependent on bilateral implementation until 2021

Ongoing L3: ATC17

Basic AMAN (L3: ATC07.1) Austrocontrol (AT) implementation done in November 2018

Closed L3: ATC07.1



Collaborative Decision Management (CDM) locally fully implemented (#011AF2)

Austrocontrol (AT) 17/07/2014 - 03/12/2020 Late L3: AOP05 DP2016: #011AF2

Implementation of Voice over IP technology (COM Services)

Austrocontrol (AT) Between 2018 and 2020 Exchange to VoIP for ACC Wien, and between 2021 and 2023 stepwise implementation for all remaining ATC Units in Austria.

Ongoing in implementation steps / 2020 ACC Wien, till end 2023 TWR/APP Vienna

L3: COM11.1

Integrated Briefing System New (IBSN) update SAMIB (#009AF5)

Austrocontrol (AT) 20/04/2017 Fully operational. Roll out and implementation took place in Nov 2017

DP: #009AF5

METSW-DB PCP Evolution (2015_231_AF5)

Austrocontrol (AT) 01/12/2014 - 31/12/2020 Ongoing according to Project plan, considering stepwise evolution developments to ensure compliance with PCP

DP: 2015_231_AF5

TBS4LOWW (Time Based Separation for Vienna Airport) (2015_232_AF2)

Austrocontrol (AT) 2016 - 2023 TBS Project has been nationally set up. Operational and technical experts involved in procedural and architectural developments, including HMI aspects The funded part is scheduled till Dec 2020; operational implementation of basic TBS foreseen by 2023.

L3: AOP10 DP: 2015_232_AF2

VHF Concept Implementation 2020 (2015_236_AF3)

Austrocontrol (AT) 01/03/2016 - 30/11/2023 (Funded part until 2021)

Project ongoing - in time DP: 2015_236_AF3

eTOD Database Phase 1 (AIM / ATM System)

Austrocontrol (AT) Implementation of the eTOD requirements is planned to be ready by end 2020.

Ongoing L3: INF07 DP2016: eTOD implementation


FAB projects


ADS-B Deployment ASP ANS CR (CZ), Austrocontrol (AT), CCL Service Provider (HR), HungaroControl (HU), Slovenia Control (SI)

Start: June 2019, End: June 2021 Ongoing -

Airspace Task Force ASP ANS CR (CZ), Austrocontrol (AT), BHANSA (BA), CCL Service Provider (HR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), Slovenia Control (SI)

Start: 10.04.2019, End: 30.05.2020 Activities are ongoing L3: AOM21.2

DEVOPS: FABCE Development of Operational Performance and ATM Strategies (previously Project 1) (DEVOPS)

ASP ANS CR (CZ), Austrocontrol (AT), BHANSA (BA), CCL Service Provider (HR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), Slovenia Control (SI)

Start 3.1.2011, End: Continuous FAB CE FRA Study was completed in 2017. Other activities above are ongoing.

L3: AOM21.2 DP2016: N/A but included in DP16 under ‘102AF3 Free route airspace from the Black Forest to the Black Sea’ RP2 PP: FAB CE FRA Project (described under NSP actions 'FAB CE Airspace and route structure planning' and 'Free Route Airspace')

FAB CE Contingency Readiness - Phase II


Start: 01.01.2019, End: 31.12.2020 Activities are ongoing -



Navigation infrastructure optimization project


Start: April 2018, End: February 2020 Ongoing -

SSR Frequency monitoring ASP ANS CR (CZ), Austrocontrol (AT), CCL Service Provider (HR), Civil Aviation Agency (CAA) (SI), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK)

Start: June 2019, End: December 2020 Ongoing -


Multinational projects


AMAN LOWW initial ASP ANS CR (CZ), Austrocontrol (AT), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK)

Start: 19.2.2016, End: 31.12.2019 Closed L3: ATC07.1, ATC15.1 DP: 2015_234_AF1 AMAN LOWW initial RP2 PP: Various projects covering individual ANSPs’ requirements (e.g. covered under DPS ATM Services for Austria)

COOPANS / TopSky Project (DP2017: 2017_066_AF5)

Austrocontrol (AT), CCL Service Provider (HR), IAA-ATS Provider (IE), LFV (SE), NAV (PT), Naviair (DK)

April 2018 until July 2023 Annual Releases are specified and will be implemented

L3: AOM19.2, ATC15.2, FCM03, FCM06, FCM08 DP2016: DP2017: 2017_066_AF5

Harmonisation of Technical ATM Platform in 5 ANSP including support of Free Route Airspace and preparation of PCP program (COOPANS B3.3 , B3.4 and B4.1) (2015_207_AF3_A; 2015_207_AF3_B)

Austrocontrol (AT), CCL Service Provider (HR), IAA-ATS Provider (IE), LFV (SE), Naviair (DK)

01/01/2016 - 31/12/2019 Complementing enhancements for the ATC System (TopSky) have been implemented, full structurally limited FRA has been implemented in Nov. 2016.

DP: 2015_207_AF3_A, 2015_207_AF3_B


4. Cooperation activities

FAB Co-ordination

Having signed and ratified the Agreement on the Establishment of Functional Airspace Block Central Europe, Austria, Bosnia and Herzegovina, Croatia, the Czech Republic, Hungary, Slovakia and Slovenia are part of FAB CE.

The FAB CE States agreed on establishment of the following permanent bodies - the FAB CE Council, NSA Coordination Committee and Joint Civil-Military Airspace Coordination Committee. The FAB CE Council can also establish other bodies necessary for the implementation, operation and further development of the FAB CE Programme. At the ANSP level, the FAB CE is directed and steered by the CEO Committee and Steering Committee. Specialised SubCommittees have been established for operational, technical, safety, financial, HR and legal domains.

The air navigation service providers of the FAB CE countries established a joint company FABCE Aviation Services, Ltd (FCE) already in 2014 and the company is responsible for the professional management of various regional air navigation projects. The establishment of this joint venture is not only effectively aiming at the progress of the FAB CE programme, but at the same time the Single European Sky programme of the European Union. In 2018, the ANSPs decided to modify the FCE Memorandum of Association and Shareholders Agreement, which now allows technical and operational projects to be launched by a group of FAB CE partners focused on a specific area of air traffic management performance improvement. Not all FAB CE ANSPs share the same operational, traffic load and equipment priorities, but until now, there was a need for the consent of all partners to proceed. This agreement allows FAB CE partners with a focus on a specific area of performance improvement to form new collaborative agreements, which helps to address specific customer requirements while increasing the overall effectiveness of the FAB CE work programme.

There have been a number of important achievements in 2019 focusing on several key areas. The following bullets summarise the most important activities delivering the benefits to airspace users:

• Airspace planning and network development activities focusing on continuous improvements to enable optimum use of airspace, taking into account air traffic flows are the top priority for FAB CE. The FAB CE ANSPs have transformed themselves into a ‘FAB CE Airspace Alliance’ in 2018 and dedicated a lot of effort to initiate actions to be taken by FAB CE ANSPs in support of the Network Manager’s (NM) European Airspace Architecture Study (EAAS) airspace re-configuration programme Transition Plan. The ANSPs agreed a number of important airspace design improvement studies and related technical programmes to ensure airspace users can further optimise their trajectories through FAB CE airspace over the coming years. This triggered also a complete revision of the FAB CE Strategy for 2020-2030 to be fully aligned with the EAAS vision, which has been mostly completed in 2019 and is now pending approval. More detailed actions how to achieve the vision are now being elaborated in the new FAB CE High Level Plan.

• FAB CE has established a Task Force to study further areas of regional cooperation with the aim of establishing an airspace design optimized for all airspace users aligned with the EAAS activities. FAB CE is fully prepared to cooperate with the Network Manager, supporting the planning and implementation of proposed concepts in a network centric approach and the implementation of Digital European Sky functionality, which was confirmed at the joint meetings with NM under the umbrella of this activity. FAB CE invited the NM to participate directly in the FAB CE Airspace Task Force activities and started to gather all requirements and views on NM roadmap proposals for a major re-sectorisation of FAB CE airspace.


• The FAB CE states, together with their neighbouring partners, are still at the frontline of the Free Route Airspace (FRA) implementation in the region. The NM confirmed that FAB CE is the most advanced FAB in terms of FRA deployment and very few elements are missing from the complete deployment of FRA procedures in the FAB CE area. Further organic expansion of FRA through the Introduction of the new sectorisation programme will need to be performed gradually. The completion of the SEE FRA project (South East Europe Free Route Airspace) on November 7, 2019 has opened up 24/7 cross border free route operations across the airspace of Bulgaria, Hungary and Romania. As a future step, Slovakia (as a part of SEEN FRA project - South East Europe Night Free Route Airspace together with Bulgaria, Hungary and Romania), will assess the opportunities to join the SEE FRA airspace as 24/7 free route operations are already implemented within Slovakian airspace. To enable the full benefits of FRA implementation the FAB CE ANSPs agreed to start work on the implementation plan for the merger of the current SEE(N) FRA and SECSI FRA areas to enable FAB CE-wide seamless and traffic flow-oriented FRA area. Full FRA coverage in FAB CE will be achieved following the implementation in 2021 by ANS Czech Republic of FRA in the Prague flight information region (FIR).

• FAB CE ANSPs have completed Phase I of an activity to develop a joint contingency concept in cooperation with the Network Manager in 2018. Phase I resulted in commonly agreed concept, procedures and technical enablers for the management of short- and medium-term (less than 2 hours) contingency event. FAB CE has now initiated Phase II which will address management of long-term contingency events (beyond 2 hours duration) and will provide for a common coordination platform for coordinating and monitoring the implementation activities of Phase I. Due to the delays in NM coordination the project mobilisation has been however delayed and activities are planned to take place during 2020.

• The NAVAID optimisation project (which will improve interoperability and data-sharing through the optimisation of navigational aid infrastructure, reducing duplication and unnecessary complexity) significantly progressed in 2019. The processes for coordinated NAVAID infrastructure and preventive maintenance planning and information-sharing where operational dependencies are evident have been developed and are in the process of implementation. The second part of the project is focusing on an analysis of NAVAID infrastructure and coverage - including those of neighbouring countries, is ongoing and is expected to be completed in the first quarter of 2020. The objective is to identify potential areas for improvement, including operational interdependencies and requirements. The third part, which is now completed, focused on solving operational issues – namely, assessing vulnerabilities within the global navigation satellite system (GNSS) network. This will require addressing signal monitoring and interference issues while assessing how free route airspace will influence the requirements for ground-based NAVAIDs in this new era of area navigation operations.

• FAB CE ANSPs finalised their common approach to meeting the requirements for Air Traffic Safety Electronics Personnel (ATSEP) training required by European Commission Regulation 2017/373, the “Air Traffic Management Common Requirements Implementing Regulation” (ATM IR), which comes into effect on 2 January 2020. It has required a considerable level of cooperation among FAB CE partners to develop a common approach to certifying ATSEP competency levels as each ANSP has deployed different technologies, and has different support and training requirements.

• In 2019, FAB CE has identified and initiated a number of cooperation activities in the technical domain. These include a coordinated approach to ADS-B deployment, coordinated monitoring and protection of surveillance frequencies, common approach to datalink monitoring. Several ANSPs participate in the smart procurement of spare parts procurement and equipment suppliers have been contacted to investigate procurement pooling arrangements. The processes established under the previous project on surveillance infrastructure and services optimisation are ongoing. A group of the ANSPs is working on coordinated testing to enable sharing of the experience between ANSPs and allow more efficient planning of VoIP. Other cooperation activities include the assessment of the future FAB CE communication network called X-bone, joint RCOM and NAV workshops and coordination of the cyber security activities.

The FAB CE Programme is continuously updated by the FAB CE bodies under management of the FAB CE Programme Manager with the support of the FAB CE Programme Support Office and there are a number of pending projects focusing on delivering additional benefits to airspace users that will be implemented in the near future.


Multinational cooperation initiatives

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 Austro Control’s involvement:

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/CP1 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).

South East Europe Common Sky Initiative (SECSI FRA)

Following the successful implementation of the SAXFRA (Slovenian Austrian Cross-border Free Route Airspace) and SEAFRA (South-East Axis Free Route Airspace - project of three ANSPs from Bosnia and Herzegovina, Croatia, Serbia and Montenegro) initiatives in 2016, both initiatives have been in 2017 merged into the South East Europe Common Sky Initiative (SECSI FRA) creating a large cross-border FRA block including Austria, Bosnia and Herzegovina, Croatia, Serbia, Montenegro and Slovenia.

The SECSI FRA went operational on the 1st of February2018 offering airspace users significant benefits along the South East Axis, by delivering the shortest route options from Central Europe to South Eastern Europe. The benefits gained through the SECSI FRA are substantial. Based on the shortest route assignment potential savings per day are up to 1.940 NM in flight distance, 285 minutes in flight time, a reduction in fuel consumption of 8,000 kg and a reduction in CO2 emissions of 25.500 kg.

The SECSI FRA will make more options available when determining the user-preferred trajectory. Full cross-border FRA allows airlines to take better advantage of wind or adapt to network disruptions. The better use of FRA options at flight planning level improve predictability and reduce ATC workload. This initiative not only works towards achieving the goals of the European Commission regarding the implementation of “Free Route” across Europe but also fulfils airspace user´s requests for having multiple route options available for the same city-pair.


South East Europe Night Free Route Airspace (SEEN FRA)

On the 30th March 2017, the DANUBE FAB (Romania and Bulgaria) and Hungary introduced SEEN FRA by bridging the airspace between the two Functional Airspace Blocks of the DANUBE FAB and FAB CE during the time period 2300-0500 (2200 - 0400) UTC. At the end of 2018, the initiative was expanded by the airspace of Slovakia. From the 6th December 2018, aircraft operators are thus able to plan their flights freely across the airspace of four States covering parts of two FABs without having to take into account the limitations imposed by geographical borders. The new flight planning rules significantly optimize flight trajectories to provide the shortest possible connections and the most effective routings when changes to the flight plan – to avoid adverse weather, for example – are required. According to simulations of the airspace change the synergistic effect of all improvements could reduce trajectories by a daily average of 3.200 NM, which equates to 15 tonnes of fuel and 49 tonnes of CO2 emissions.

Further improvements to Central and South-Eastern European airspace configurations will take place in 2019. From April 2019, 24-hour FRA will be implemented within Slovakian airspace and during summer 2019 LPS SR will consider extending SEEN FRA availability for longer periods of the day. From 7 November 2019, the three countries initiating the SEEN FRA programme (Bulgaria, Hungary and Romania) will extend the availability of cross-border FRA operations across the entire day with the introduction of the South East Europe Free Route Airspace (SEE FRA) project.


5. Implementation Objectives Progress

State View: Overall Objective Implementation Progress

1) Challenges in completing Implementation Objectives due for 2019 Out of 5 Objectives, which were due in 2019, 2 have been completed (ITY-ACID, COM12). The remaining ITY-ADQ and FCM03 (eTOD) are very closely interleaved and interdependent. Due to the high amount of ADQ affected obstacle originators in Austria, the ADQ implementation date is dependent on the full implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 31/12/2020. FCM03 still suffers from a mixture of interpretation of specifications / implementation priority setting and interoperability issues between NM and COOPANS TopSky system as regards the implementation of the AFP message. Final estimate: Q3/2020 2) Plans for completing Objectives, especially those due for 2020/2021 A huge bunch of Objectives is scheduled for completion in 2020 and 2021. 2020: Ensure Quality of Aeronautical Data and Aeronautical Information ITY-ADQ - 73 % progress and

Electronic Terrain and Obstacle Data (eTOD) INF07 - 51 % progress -> for details see section 1) above.

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 - 73 % progress -> Final discussions on agreements between MoD and MoT will be established with respect to EUROAT by mid 2020, the Common principles, rules and procedures for OAT handling and OAT/GAT Interface are planned to be applied by end 2020.

24; [42%]

15; [26%]

11; [19%]

6; [11%]

1; [2%]

Completed

Ongoing

Late

Not yet planned

Not Applicable


RNP Approach Procedures to instrument RWY NAV10 - 73 % progress -> The RNP approach concept

has been rolled out throughout the country as part of the ongoing PBN implementation program. ->Implementation regulations (e.g. ICAO A37-11, Commission Regulation (EU) Nr. 1048 (2018) were fully observed and work has since progressed to a level that

--> ALL INSTRUMENT RUNWAY ENDS in Austria are covered with RNP approaches. Remaining action: Endorsement of the PBN transition plan by end of 2020.

Collaborative Flight Planning FCM03 - 84 % progress -> for details see section 1) above AIRPORT Vienna

Airport Collaborative Decision Making (A-CDM) AOP05 - 96 % progress -> The Vienna Airport CDM has started in 2013 and has reached the status of 'locally implemented' in June 2014. Stepwise completion according to the A-CDM project in order to reach the status of 'full implementation' is conceived until December 2020. Following a validation phase, the full operational implementation of DPI is expected on 03/12/2020.

2021: Short Term ATFCM Measures (STAM) - Phase 2, FCM04.2 - 10 % progress -> Initial activity started

as part of FAB CE DAM/STAM Project (ex. P3), kicked off in 2017 and finished in 2019. It is likely that STAM phase 2 will be implemented with the availability of the adequate function in the n-CONECT Tool, planned for implementation end of 2021.

Surveillance Performance and Interoperability ITY-SPI - 66 % progress -> Civil part is completed; for MIL, full Mode S compatible implementation covering the relevant fleet update is foreseen by 2021, only a small number of training aircraft for MIL left to be equipped after the 2020 date.

Interactive Rolling NOP FCM05 - 50 % progress -> The Implementation of interactive rolling NOP is planned through upgrade of the automated ASM support system being capable of AIXM 5.1 B2B data exchange with NM. The Intention is to achieve an integration of the automated ASM support systems with the Network. All these projects will be fulfilled in accordance with the NM support, the guidance and the relevant provisions of the NM B2B Reference Manuals. Airport slots are already transmitted to DDR. Implementation of LARA System is envisaged by end of 2020. In accordance with the planned initiative of the Airport Operations Plan for Vienna, the required complement and integration with the NOP is conceived to be implemented until 2021.

Voice over Internet Protocol (VoIP) in En-Route COM11.1 - 50 % progress -> The final rollout for ATCCV is planned for the end of 2020. The voice over IP communication to NMOC has been established since 03/2013; for the Military part, VoIP is planned according to the VoIP project plan in close alignment with ATCCV, but not before end 2021.

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 - 95 % progress -> Electronic dialogue procedure in Coordination process: Full technical implementation RAP, RRV, CDN, ACP, RJC, SBY, RRV: 03/2013. Operational deployment is foreseen with those adjacent Units, which are capable do so and where relevant, by end 2021.

ASM Support Tools to Support Advanced FUA (AFUA) AOM19.1 - 20 % progress -> The Kick off Meeting with Eurocontrol was conducted on 30th of Nov. 2016 in order to implement the LARA tool, which is planned for final operational implementation in Q4 2021.

ASM Management of Real-Time Airspace Data AOM19.2 - 50 % progress -> The topic is discussed and dealt with in the context of the LARA implementation. Further proceeding is under discussion following the development of the ATM System TopSky / COOPANS; the specific upgrade of the ATM System(s) to enable real-time ASM data exchanges with local ASM support systems is planned by end 2021.


AIRPORT Vienna Initial Airport Operations Plan AOP11 - 14 % progress -> Based on the current CDM Agreements

and the principles of 'AIRPORT NETWORK INTEGRATION / Concept for establishment of an Airport Operations Plan' ed.1.1, further planning with regard to the Initial AOP will continue and be set up in coordination with all relevant Stakeholders by end 2021.

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

Optimised ATM Network Services

<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

73 %

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

20 %

AOM19.2 ASM Management of Real-Time Airspace Data 50 %

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

25 %

AOM19.4 Management of Pre-defined Airspace Configurations

0 %

FCM01 Implement enhanced tactical flow management services

100 %

FCM03 Collaborative Flight Planning 84 %

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

10 %

FCM05 Interactive Rolling NOP 50 %

FCM06 Traffic Complexity Assessment 10 %



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

AOM21.1 Direct Routing 100 %

AOM21.2 Free Route Airspace 100 %

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

LOWW - Vienna International 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

100 %

ATC15.2 Arrival Management Extended to En-route Airspace

6 %

ATC16 Implement ACAS II compliant with TCAS II change 7.1

100 %

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

95 %

ENV01 Continuous Descent Operations (CDO)


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

100 %

NAV03.1 RNAV 1 in TMA Operations 78 %

NAV03.2 RNP 1 in TMA Operations 45 %

NAV10 RNP Approach Procedures to instrument RWY 73 %

NAV12 ATS IFR Routes for Rotorcraft Operations 10 %



<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)


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


AOP05 Airport Collaborative Decision Making (A-CDM)


AOP10 Time-Based Separation


AOP11 Initial Airport Operations Plan


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


AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing


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

50 %

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

27 %

COM12 New Pan-European Network Service (NewPENS)

100 %

FCM08 Extended Flight Plan 0 %

INF07 Electronic Terrain and Obstacle Data (eTOD) 51 %

INF08.1 Information Exchanges using the SWIM Yellow TI Profile

7 %

ITY-ACID Aircraft Identification 100 %

ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

73 %

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

ITY-AGVCS2

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

82 %

ITY-FMTP Common Flight Message Transfer Protocol (FMTP)

100 %

ITY-SPI Surveillance Performance and Interoperability 66 %


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

100 %

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

100 %

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 %

96.0 %

73.0 %

66.0 %

0.0 %

73.0 %

92.0 %

98.0 %


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

73% Late

Key Feature: Optimised ATM Network Services -

Based on an agreement between Ministry of Transport (BMK) and MoD (BMLV) the described objectives are planned, respectively will be closely monitored within the European context. National agreements between MoD and MoT will be established, likewise common principles, rules and procedures for OAT handling and OAT/GAT Interface are planned to be in operational use by end of 2020.

31/12/2020

REG (By:12/2018) Oberste Zivil-Luftfahrtbehörde in Austria

National agreements between MoD and MoT will be established with respect to EUROAT by mid of 2020. - 40%

Late

30/06/2020

Mil. Aviation Authority

National agreements between MoD and MoT will be established with respect to EUROAT by mid of 2020. - 40% Late

30/06/2020 ASP (By:12/2018)

Austrocontrol

Common principles, rules and procedures for OAT handling and OAT/GAT Interfaces are planned to be applied by end of 2020. At present, the reference documents are as folllows:- 'Ressortübereinkommen' Annex 2 MOAT- LFG §145a (aviation act) and official Minutes from High Level Airspace Policy Body (HLAPB) Dec. 2019

- 63%

Late

31/12/2020



- 50%

Late

31/12/2020

MIL (By:12/2018)



- 92%

Late

31/12/2020


AOM19.1

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

20% Late

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

The Kick off Meeting with Eurocontrol was conducted on 30th of Nov. 2016 in order to implement the LARA tool, which is planned for final operational implementation in Q4 2021. Focus will be put on interoperability issues with n-CONECT, dependent on n-CONECT developments.

31/12/2021

ASP (By:12/2018)

Austrocontrol

The Kick off Meeting with Eurocontrol was conducted on 30th of Nov. 2016 in order to implement the LARA tool, which is planned for final operational implementation in Q4 2020. The interoperability LoA with NM is conceived to be finalized by Q1 2020. Initial bilateral session with NM has been performed in January 2019. Focus will be put on interoperability issues with n-CONECT, dependent on n-CONECT developments. In FABCE context, Project 3 dealt with Functional integration of ASM/ATFCM processes. The FAB CE-wide Study of Dynamic Airspace Management (DAM) and STAM was successfully finished in Dec. 2018.

- 20%

Late

31/12/2021


AOM19.2

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

50% Ongoing


The topic is discussed and dealt with in the context of the LARA implementation. Further proceeding is under discussion following the development of the ATM System TopSky / COOPANS. The specific upgrade of the ATM System(s) to enable real-time ASM data exchanges with local ASM support systems is planned by end 2021. NOTE: Current discussions within COOPANS members are focussing on capacity relevant functional changes rather than technical ASM data exchange features. The final goal shall be to exchange also ad hoc dynamic areas, which is at present not prioritised. Moreover, the interface between LARA and ATC Systems still needs to be specified to follow SWIM TI Yellow Profile Compliance. For the time being, the deployment target date for the SWIM compliance is 1st January 2025.

31/12/2021

ASP (By:12/2021)

Austrocontrol

The topic is discussed and dealt with in the context of the LARA implementation. Further proceeding is under discussion following the development of the ATM System TopSky / COOPANS. The specific upgrade of the ATM System(s) to enable real-time ASM data exchanges with local ASM support systems is planned by end 2021. NOTE: Current discussions within COOPANS members are focussing on capacity relevant functional changes rather than technical ASM data exchange features. The final goal shall be to exchange also ad hoc dynamic areas, which is at present not prioritised within COOPANS. Moreover, the interface between LARA and ATC Systems still needs to be specified to follow SWIM TI Yellow Profile Compliance. For the time being the deployment target date for the SWIM compliance is only 1st of January 2025.

- 50%

Ongoing

31/12/2021


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 -

Procedures and processes for a full rolling ASM/ATFCM process (including processes for initial CDM, full management of airspace structure via AUP/UUP, and process supporting sharing of information of airspace configurations via AUP/UUP) planned to be implemented by end of 2021

31/12/2021

ASP (By:12/2021)

Austrocontrol

Procedures and processes for a full rolling ASM/ATFCM process (including processes for initial CDM, full management of airspace structure via AUP/UUP, and process supporting sharing of information of airspace configurations via AUP/UUP) planned to be implemented by end of 2021.

- 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

0% Not yet planned


The concept of predefined airspace configuration is based on fix TRAs, ARES and sector configurations in the ATM System. For FIR Wien it is not intended to implement automated ATM system support for the Management of ASM solutions, as the ASM solutions are handled tactically and individually based on the FUA Concept.

-

ASP (By:12/2021)

Austrocontrol

The concept of predefined airspace configuration is based on fix TRAs, ARES and sector configurations in the ATM System. For FIR Wien it is not intended to implement automated ATM system support for the Management of ASM solutions, as the ASM solutions are handled tactically and individually based on the FUA Concept.

- 0%

Not yet planned

-


AOM21.2

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

100% Completed

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

In fulfilment of the FABCE FRA Roadmap, the first implementation of Free Route Airspace in conjunction with a FRA cross border application has been achieved between Slovenia and Austria as of 10th of November 2016 (‘SAXFRA’). The “Slovenian Austrian Cross-Border Free Route Airspace” (SAXFRA) area of application is available H24 and is not constrained by FIR or State boundaries. The SAXFRA area was implemented in those areas where the following units provide ATS: ACC Wien (except BUDEX Area) and ACC Ljubljana, APP units Wien, Graz, Innsbruck (East of Rocky line), Klagenfurt, Linz, Salzburg (except Königssee Area), Ljubljana, Maribor and Portoroz (see attached map). ATS Routes within SAXFRA have been permanently withdrawn except for: - ATS routes within the areas of responsibility of APP Maribor and Portoroz to provide ATS without the use of ATS surveillance equipment. - A set of ATS routes within FIR Wien below 9500FT AMSL for NON RNAV equipped flights. The next step for cross-border FRA provision was taken on 1st of February 2018 with the implementation of the South East Common Sky Initiative, so called SECSI FRA, combining the two SAXFRA and SEAFRA initiatives. Henceforward the airspace of Austria, Bosnia and Herzegovina, Croatia, Montenegro, Serbia and Slovenia form a seamless Free Route Airspace from GND/FL205 up to the upper state border / FL660. Further Cross Border FRA initiatives are under negotiation.

10/11/2016

ASP (By:12/2021)

Austrocontrol

In fulfilment of the FABCE FRA Roadmap, the first implementation of Free Route Airspace has been achieved in conjunction with a FRA cross border application between Slovenia and Austria since 10th of November 2016 (‘SAXFRA’). The cross border area extends vertically from ground up to FL660 (partly FL460) and comprise the Areas of Responsibility of Austro Control (east of Rocky Line) and Slovenia Control H24.

Airspace Task Force /

DEVOPS: FABCE

Development of

Operational Performance

and ATM Strategies (previously Project 1)

100%

Completed

10/11/2016


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

100% Completed

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

A-SMGCS is used as an advisory tool since June 2004. The required technical equipment is installed and in operation. See AIP. The required safety assessment documentation by the ANSP has been delivered in Dec 2013.

31/12/2013

REG (By:12/2010)

Oberste Zivil-Luftfahrtbehörde in Austria

The approval of the changes in the Regulatory Framework has been delayed until 12/2013, due to consideration and application of Interoperability regulatory requirements (Required Declarations). The required safety assessment documentation by the ANSP has been delivered in Dec. 2013.

- 100%

Completed

31/12/2013

ASP (By:12/2011)

Austrocontrol

Operational procedures defined and the related safety case are pending the regulatory approval. The Certification of technical equipment and operational procedures are thus planned for 2011. The required safety assessment is still pending.

- 100%

Completed

31/12/2011

APO (By:12/2010) Flughafen Wien AG The APO SLOAs are completed for Vienna airport. - 100% Completed

31/12/2004

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

100% Completed


The approval of the changes in the Regulatory Framework has been issued in Dec 2013 30/09/2013 ASP (By:12/2017)

Austrocontrol

Operational procedures defined and the related safety case is pending for the regulatory approval. The Certification of technical equipment and of operational procedures are thus planned by mid 2013.

- 100%

Completed

30/09/2013

APO (By:12/2017)

Flughafen Wien AG

The approval of the changes in the Regulatory Framework was delayed till mid 2013 due to consideration and application of Interoperability regulatory requirements (Required Declarations) as well as the certification of technical equipment and operational procedures (although in place).

- 100%

Completed

31/12/2009


AOP05

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

96% Late

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

The Vienna Airport CDM has started in 2013 and has reached the status of 'locally implemented' in June 2014. Stepwise completion according to the A-CDM project in order to reach the status of 'full implementation' is conceived until December 2020. Following a validation phase, the full operational implementation of DPI is expected on 03/12/2020.

03/12/2020

ASP (By:12/2016)

Austrocontrol

The Airport CDM project has been implemented and reached the status of 'locally implemented' in June 2014. List of adverse conditions defined and agreed, procedures are established. De-icing procedures according to the CDM manual guidelines with regard to the status 'locally implemented 'are already in place. The non taxative list of adverse conditions reads at present: - freezing rain - frequently changing De-Icing conditions - xx snow storm at or close to airport - xx thunderstorm with frequently changing conditions Refinement of the current procedures is self-induced and subject to ongoing continuous improvements.

Collaborative Decision

Management (CDM) locally

fully implemented

100%

Completed

30/06/2016

APO (By:12/2016)

Flughafen Wien AG

The majority of APO tasks is fulfilled and required specific LoAs were ratified. DPI implementation is late, expected on 03/12/2020.

- 92% Late

03/12/2020


AOP10

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

19% Ongoing

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

Activity to specify the TBS tool has started and was finished in 2017. The function is planned for implementation by April 2023. TBS Project has been nationally set up. Operational, technical and MET experts are very actively involved in procedural and architectural developments, including HMI aspects. Publication aspects with regard to national aeronautical information will be duly respected.

30/04/2023

REG (By:12/2023)


TBS Project has been nationally set up. Operational and technical experts involved in procedural and architectural developments, including HMI aspects. Publication aspects with regard to national aeronautical information will be duly respected.

- 10%

Ongoing

30/04/2023

ASP (By:12/2023)

Austrocontrol

Activity to specify the TBS tool has started and was finished in 2017. The function is planned for implementation by April 2023. TBS Project has been nationally set up. Operational and technical experts involved in procedural and architectural developments, including HMI aspects. Publication aspects with regard to national aeronautical information will be duly respected.

AF2_MET-Compliance-

Program / TBS4LOWW (Time Based Separation for Vienna

Airport)

20%

Ongoing

30/04/2023


AOP11

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

14% Ongoing

Links: B1-ACDM | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport

Based on the current CDM Agreements and the principles of 'AIRPORT NETWORK INTEGRATION / Concept for establishment of an Airport Operations Plan' ed.1.1, further planning with regard to the Initial AOP will continue and be set up in coordination with all relevant Stakeholders by end 2021.

31/12/2021

ASP (By:12/2021)

Austrocontrol

Based on the current CDM Agreements, further planning, Information and data exchange with regard to the Initial AOP will continue in close cooperation with the Airport. ACG provides operational targets, thresholds, rules, etc. for the performance baseline and maintains the system supporting the AOP, plus: - Consults the evolution of KPIs and PDIs and receives appropriate alerts and warnings. - Updates the AOP information that is responsible for. - Is informed about the impact of deviations from the plan. - Is informed about the impact of what-if solutions - Participates to the decision making process in case of collaborative decision process. - Take appropriate decisions to remove any alert / warning under their sole area of responsibility. Note: decisions / actions will ultimately result in the update of the AOP. - Runs searches through data mining and capture data according to their access rights (data privacy policy). - Runs post-operations analysis and generate performance reports.

- 10%

Ongoing

31/12/2021

APO (By:12/2021)

Flughafen Wien AG

Based on the current CDM Agreements, further planning with regard to the Initial AOP will continue and be set up in coordination with all relevant stakeholders. Based on the reference OSED of OFA 05.01.01, the following Airport roles will be described with relevant responsibilities, e.g.: - Airport Operator - Airport Duty Officer - Airport Slot Coordinator (Airport Capacity Department) - Airport Operations Centre (APOC) - Stand Planner (movement control) - Apron Manager - De-icing Agent - Ground Handling Agent

- 15%

Ongoing

31/12/2021


AOP12

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

40% Late


For more than 13 years, Vienna TWR operates a very advanced digital Flight Strip System, getting continuously modified to keep a 'state of the art' system (DIFLIS by AVIBIT). In the context of the development of ITWP with Eurocontrol, Austria is very active and supports further implementation activities. General requirements for the Airport Safety Nets including the necessary functionalities have been outlined according to this given AOP objective. Further refinement and confirmation in accordance with the development of AOP13 (Automated Assistance to Controller for Surface Management planning and Routing) is under review. Implementation of AOP13 is foreseen by end of 2024.

31/12/2024

ASP (By:12/2020)

Austrocontrol

For more than 13 years, a very advanced digital Flight Strip System is in operation, having been updated continuously to reach the state of the art (DIFLIS by AVIBIT). In the context of the development of ITWP with Eurocontrol, Austria is very active and supports further implementation activities. General requirements for the Airport Safety Nets including the necessary functionalities have been outlined according to this given AOP objective. Further refinement and confirmation in accordance with the development of AOP13 (Automated Assistance to Controller for Surface Management planning and Routing) is under review. Implementation of AOP13 is foreseen by end of 2024.

- 40%

Late

31/12/2024

APO (By:12/2020)

Flughafen Wien AG

The required Training / Information is not applicable for VIE Airport staff - %

Not Applicable

-


AOP13

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

8% Late

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

Relevant material verified and operational approval granted before implementation is planned by end 2027 Procedures and System implementation for automated assistance to ATCOs for surface movement planning and Routing, based on close coordination with Integrated TWR Working Position (ITWP), is conceived for operational use at the latest by 2027.

31/12/2027


Relevant material for coordination and final official approval of procedures is planned by end 2027 - 0%

Late

31/12/2027

ASP (By:12/2023)

Austrocontrol

Procedures and System implementation for automated assistance to ATCOs for surface movement planning and Routing, based on the developments with ITWP, is conceived for operational use by 2027

- 10%

Late

31/12/2027

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 -

APW function according to the ECTL guidelines is implemented in the ATM System (Top Sky) for ACC Wien since implementation in 2013. MSAW and APM functions have been implemented as part of the new ATC System (Top Sky) for ACC Wien, and the full rollout of the TopSky-Safety Net Server (MSAW and APM) for the complete Area of Responsibility took place in June 2017.

30/06/2017

ASP (By:12/2016)

Austrocontrol


- 100%

Completed

30/06/2017



- 100%

Completed

30/06/2017


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 -

STCA fully deployed and implemented in all TMAs of FIR Wien for tracks eligible as target tracks down to 2100 ft. With regard to SESAR Solution #60, STCA function is already using the Multi-Hypothesis STCA Algorithm functionality,

28/11/2015

ASP (By:12/2020)

Austrocontrol

STCA fully deployed and implemented in all TMAs of FIR Wien for tracks eligible as target tracks down to 2100 ft With regard to SESAR Solution #60, STCA function is already using the Multi-Hypothesis STCA Algorithm functionality,

- 100%

Completed

28/11/2015

ATC07.1

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

100% Completed

Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services LOWW - Vienna International Airport

Implementation of the AMAN functionality of the TopSky ATM System for Airport Vienna took place in November 2018. The initial upstream units are ACC Wien, ACC Prag and ACC Bratislava. The further Integration of adjacent units will continue early 2019 (LH). Since 2009, DFS and AUSTROCONTROL apply Arrival Management procedures for inbounds EDDM by receiving and transmitting 'time to lose' and 'time to gain' information via AMA message Exchange operationally.

08/11/2018

ASP (By:12/2019)

Austrocontrol

Implementation of the AMAN functionality of the TopSky ATM System for Airport Vienna took place in November 2018. The initial upstream unit is ACC Wien, ACC Prag and ACC Bratislava. The further Integration of adjacent units will continue early 2019 (LH). Since 2009, DFS and AUSTROCONTROL apply Arrival Management procedures for inbounds EDDM by receiving and transmitting 'time to lose' and 'time to gain' information via AMA message Exchange operationally.

AMAN LOWW

initial / Basic AMAN

100%

Completed

08/11/2018


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 -

TOP SKY functionality of MTCD covers in total this objective and the required lines of Actions. Conflict Probe is available and context traffic is shown for every conflict in a graphical manner (Flight path vectors of all context traffic is shown.) Several Conformance Monitoring Tools are deployed, such as Mode-S DAP, Lateral Conformance Monitoring, CFL Conformance Monitoring plus Holding Adherence Monitoring. Conflict probe function is available before clearance of an A/C (e.g. changing XFL or Routing). Context Traffic of a conflict is displayed.

28/11/2015

ASP (By:12/2021)

Austrocontrol

TOP SKY functionality of MTCD covers in total this objective and the required lines of Actions. Conflict Probe is available and context traffic is shown for every conflict in a graphical manner (Flight path vectors of all context traffic is shown.). Several Conformance Monitoring Tools are deployed, such as Mode-S DAP, Lateral Conformance Monitoring, CFL Conformance Monitoring plus Holding Adherence Monitoring. Conflict probe function is available before clearance of an A/C (e.g. changing XFL or Routing). Context Traffic of a conflict is displayed.

- 100%

Completed

28/11/2015

ATC15.1

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

100% Completed

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

The information exchange mechanisms, tools and procedures in support of Basic AMAN are in place for ACC Vienna. ATC system is compliant with AMAN use in En Route. 31/03/2013

ASP (By:12/2019)

Austrocontrol

En Route: information exchange mechanisms, tools and procedures in support of Basic AMAN are in place for ACC Vienna. ATC system is compliant to AMAN use in En Route.

AMAN LOWW initial

100%

Completed

31/03/2013


ATC15.2

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

6% Ongoing


Apart from the implementation of the basic AMAN tool, which has been put into operation in November 2018, the upgrade of the ATC System (TopSky/COOPANS) will coherently support the functionality of an Extended AMAN (AMA messages to be processed and likewise to be distributed, plus processing of those data, providing the most accurate trajectory prediction information available) Concluding, the Extended AMAN is considered as a collaborative project with all adjacent partners / ATC Units concerned, plus Network Manager. Timeframe to become fully operational with all eligible ATC Units is estimated till end 2023 at the latest.

31/12/2023

ASP (By:12/2023)

Austrocontrol

Apart from the implementation of the basic AMAN tool, which has been put into operation in November 2018, the upgrade of the ATC System (TopSky/COOPANS) will coherently support the functionality of an Extended AMAN (AMA messages to be processed and likewise to be distributed, plus processing of those data, providing the most accurate trajectory prediction information available) Concluding, the Extended AMAN is considered as a collaborative project with all adjacent partners / ATC Units concerned, plus Network Manager. Timeframe to become fully operational with all eligible ATC Units is estimated till end 2023 at the latest.

- 6%

Ongoing

31/12/2023


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

95% Late

Key Feature: Advanced Air Traffic Services -

Implementation of Electronic Dialogue messages will be implemented in several phases. First stage will be the limited use within the AoR, further applications are bound to the COTR implementation roadmap for FABCE and the remaining adjacent units. The functions to support the transfer and communication process will be documented and operationally used according to the project schedule of the TopSky /COOPANS plus the implementation roadmap for COTR within FABCE and adjacent Units - PAC and COD are operational functions in the upgraded ATM System Top Sky /COOPANS. COD is operationally used according to CCAMS. - Transfer of Communication: Full technical implementation for all OLDI Messages in question (ROF, COF, TIM, HOP, MAS and SDM) has been achieved in November 2015. TIM, COF, MAS, ROF have been operationally implemented with ATM Systems Zagreb and Ljubljana and are operationally used. TIM, COF, MAS, ROF have been operationally implemented with ATM Systems Zagreb and Ljubljana. - Electronic dialogue procedure in Coordination process: Full technical implementation RAP, RRV, CDN, ACP, RJC, SBY and RRV: 03/2013. Operational deployment is foreseen with those adjacent Units, which are capable do so and where relevant, by end 2021.

31/12/2021

ASP (By:12/2018)

Austrocontrol

Implementation of Electronic Dialogue messages will be implemented in several phases. First stage will be the limited use within the AoR, further applications are bound to the COTR implementation roadmap for FABCE and the remaining adjacent units. The functions to support the transfer and communication process will be documented and operationally used according to the project schedule of the TopSky /COOPANS plus the implementation roadmap for COTR within FABCE and adjacent Units - PAC and COD are operational functions in the upgraded ATM System Top Sky /COOPANS. COD is operationally used according to CCAMS. - Transfer of Communication: Full technical implementation for all OLDI Messages in question (ROF, COF, TIM, HOP, MAS and SDM) has been achieved in November 2015. TIM, COF, MAS, ROF have been operationally implemented with ATM Systems Zagreb and Ljubljana and are operationally used. - Electronic dialogue procedure in Coordination process: Full technical implementation RAP, RRV, CDN, ACP, RJC, SBY and RRV: 03/2013. Operational deployment is foreseen with those adjacent Units, which are capable do so and where relevant, by end 2021.

ATM system and Sub-System

evolution for COTR

95%

Late

31/12/2021


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 -

Austro Control has implemented the complete required infrastructure and is prepared for AMHS transfer. Operational AMHS connections are in place with several COM Centres within Europe. (e.g. Sarajevo, Bratislava, Eurocontrol NM, UK, DFS and additional 8 COM Centres - tendency: increasing.) ACG will also proactively support the extended ATMHS application.

31/12/2014

ASP (By:12/2018)

Austrocontrol

Austro Control has implemented the complete required infrastructure and is prepared for AMHS transfer. Operational AMHS connections are in place with several COM Centres within Europe. (e.g. Sarajevo, Bratislava, Eurocontrol NM, UK, DFS and additional 8 COM Centres... tendency: increasing...) ACG will also proactively support the extended ATMHS application. Austro control is the sole ANSP. The MIL unit is not an ANSP. AirDefence Centre is AMHS compatible and capable.

- 100%

Completed

31/12/2014

COM11.1

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

50% Ongoing


The objective is planned according to the VoIP roadmap. Initial upgrades for emergency systems are in place. The final rollout for ATCCV is planned for the end of 2020. The voice over IP communication to NMOC has been established since 03/2013. For the Military part, VoIP is planned according to the VoIP project plan in close alignment with ATCCV, but not before end 2021.

31/12/2021

ASP (By:12/2021)

Austrocontrol

The objective is planned according to the VoIP roadmap. Initial upgrades for emergency systems are in place. The final rollout for ATCCV is planned for the end of 2020. The voice over IP communication to NMOC has been established since 03/2013.

Implementation of Voice over IP

technology 60%

Ongoing

31/12/2020


Planned according to the VoIP Roadmap and the VoIP project plan. - 40% Ongoing

31/12/2021


COM11.2

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

27% Ongoing


VoIP readiness for airport / TMA LOWW planned by end of 2023. Deployment will start after the VCS for the ACC will have been renewed (end 2020) 31/12/2023

ASP (By:12/2023)

Austrocontrol VoIP readiness for airport / TMA LOWW planned by end of 2023. Deployment will start after the VCS for the ACC will have been renewed (end 2020)

- 27% Ongoing

31/12/2023

COM12

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

100% Completed

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

Project was ACG internally kicked off. The first international official Transition Working Group meeting took place on 17/01/2018. Final implementation 30/11/2019. Airport Vienna: for the time being, NewPENS is not considered sufficiently beneficial.

30/11/2019

ASP (By:12/2024)

Austrocontrol

Project was ACG internally kicked off. The first international official Transition Working Group meeting took place on 17/01/2018. Final implementation 30/11/2019

- 100%

Completed

30/11/2019

APO (By:12/2024)

Flughafen Wien AG

For the time being, NewPENS is not considered sufficiently beneficial for Airport Vienna. - %

Not Applicable

-


ENV01

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

100% Completed

Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services LOWW - Vienna International Airport

CDO is facilitated by ATC for airport Vienna (originally conceived for off peak periods, meanwhile performed on a regular basis) including cross border application. With effect from AIRAC November 2013, approaches are in force applying CDO by means of vectoring to the IAF below FL150 to the RWY in use. (See AIP LOWW 2-26) Based on Basic AMAN, new Methods of monitoring CDO have been established.

31/12/2018

ASP (By:12/2023)

Austrocontrol

CDO is facilitated whenever feasible on a regular basis by ATC including cross border application. With effect from AIRAC November 2013, approaches are in force applying CDO by means of vectoring to the IAF below FL150 to the RWY in use. (See AIP LOWW 2-26) Additionally, shortened Y-BAR GNSS approaches are in force since Nov. 2013 for noise abatement reasons during night time. Based on Basic AMAN, new Methods of monitoring CDO are in Progress.

- 100%

Completed

31/12/2018

APO (By:12/2023)

Flughafen Wien AG

The SLoAs have been implemented according to the target date. CDO is facilitated whenever feasible by ATC, including cross border application.

- 100% Completed

31/12/2013

FCM03

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

84% Late

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

Collaborative flight planning was already fully implemented, but after the deployment of the new ATM System TopSky, it turned out that the AFP activation and provision has been wrongly implemented. Time for corrective actions is under discussion to reach the final operational capability by Q3/2020 latest.

30/09/2020

ASP (By:12/2017)

Austrocontrol

Collaborative flight planning was already fully implemented, but after the deployment of the new ATM System, it turned out that the AFP activation and provision has been wrongly implemented. Time for corrective actions is under discussion to reach the final operational capability by Q3/2020 latest.

- 84%

Late

30/09/2020


FCM04.2

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

10% Ongoing

Key Feature: Optimised ATM Network Services -

Initial activity started as part of FAB CE DAM/STAM Project (ex. P3), kicked off in 2017 and finished in 2019. It is likely that STAM phase 2 will be implemented with the availability of the adequate function in the n-CONECT Tool, planned for implementation end of 2021.

31/12/2021

ASP (By:12/2021)

Austrocontrol

Initial activity started as part of FAB CE DAM/STAM Project (ex. P3), kicked off in 2017 and finished in 2019. It is likely that STAM phase 2 will be implemented with the availability of the adequate function in the n-CONECT Tool, planned for implementation end of 2021.

- 10%

Ongoing

31/12/2021


FCM05

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

50% Ongoing

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

The Implementation of interactive rolling NOP is planned through upgrade of the automated ASM support system being capable of AIXM 5.1 B2B data exchange with NM. The Intention is to achieve an integration of the automated ASM support systems with the Network. All these projects will be fulfilled in accordance with the NM support, the guidance and the relevant provisions of the NM B2B Reference Manuals. Airport slots are already transmitted to DDR. Implementation of LARA System is envisaged by end of 2020. In accordance with the planned initiative of the Airport Operations Plan for Vienna, the required complement and integration with the NOP is conceived to be implemented until 2021.

31/12/2021

ASP (By:12/2021)

Austrocontrol

The new/changed operational procedures pertinent to the interaction with the NOP are subject to continuous update. Implementation of LARA System is envisaged until the end 2020. In accordance with the planned initiative of the Airport Operations Plan for Vienna, the required complement and integration with the NOP is conceived to be implemented until 2021. This objective was linked with one of the FAB CE projects - see details in Chapter 5 of Level 1 document.

- 45%

Ongoing

31/12/2021

APO (By:12/2021)

Flughafen Wien AG

Slot data for all airports in Austria are sent by SCA to the EUACA* Common Databank on a daily base (1900loc). From this databank EUACA provides the data regularly to EUROCONTROL for the use of these slot data in the DDR (DDR II) Project. The future AOP, being subject to coordination with the NOP, will be set up and conceived accordingly to reach the target by end 2021.

- 55%

Ongoing

31/12/2021


FCM06

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

10% Late


The required tools and messages foreseen to assess the traffic complexity, such as supporting tools for Traffic Load Monitoring, are planned to be implemented by end of 2021 at the latest, but the reception, processing and integration of EFD message is planned for implementation only by the end of 2024 - in accordance with the plans of COOPANS / TOP Sky development steps and the further PCP Regulation activities. Note: Initial actions have been undertaken in conjunction with advanced use of CHMI functions (Associated Flows etc.)

31/12/2024

ASP (By:12/2021)

Austrocontrol

The required tools and messages foreseen to assess the traffic complexity, such as supporting tools for Traffic Load Monitoring, are planned to be implemented by end of 2021 at the latest, but the reception, processing and integration of EFD message is planned for implementation only by the end of 2024 - in accordance with the recent plans of COOPANS / TOP Sky development steps. Besides: Initial actions have been made with advanced use of CHMI functions (Associated Flows etc.). The objective is under further study and planned to be met within FAB CE DAM project - see details in Chapter 5 of Level 1 document.

- 10%

Late

31/12/2024

FCM08

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

0% Late

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

Based on the future TOPSky SWIM developments, the reception and processing of EFPL information is scheduled to be implemented at a time to be operational in 2024. Nonetheless, it is worth mentioning, that the implementation of FF-ICE is also part of TopSky implementation plans, but still requires further internal COOPANS discussions.

31/12/2024

ASP (By:12/2021)

Austrocontrol

Based on the future TOPSky SWIM developments, the reception and processing of EFPL information is scheduled to be implemented at a time to be operational in 2024. Nonetheless, it is worth mentioning, that the implementation of FF-ICE is also part of TopSky implementation plans, but still requires further internal COOPANS discussions.

- 0%

Late

31/12/2024


INF07

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

51% Late


The Regulator has launched and signed the national eTOD policy in 2016 and does foresee the establishment of oversight and all regulatory tasks and activities for the eTOD implementation in accordance with this objective's deadlines. The implementation of the eTOD objective and its requirements is planned to be ready by end 2020 by Austro Control and Airport Vienna.

31/12/2020

REG (By:05/2018)


The Ministry of Transport has launched and signed the national eTOD policy in 2016 and does foresee the establishment of oversight and all regulatory tasks and activities for the eTOD implementation in accordance with this objective's deadlines. Two Task Forces have been established, dealing with technical issues and legal issues, respectively. The implementation of the eTOD objective and its requirements is planned to be ready by end of 2020 by Austro Control and by Airport Vienna, according to the national eTOD policy.

- 63%

Late

31/12/2020

ASP (By:05/2018)

Austrocontrol The implementation of the eTOD requirements is planned to be ready by end of 2020

eTOD Database Phase 1

70% Late

31/12/2020

APO (By:05/2018)

Flughafen Wien AG

The Airport Vienna intends to implement the required activities for the collection, management and provision of eTOD in accordance with the national eTOD policy by end 2020

- 10%

Late

31/12/2020


INF08.1

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

7% Ongoing

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

SWIM components have been partially procured and installed, but full coverage of PCP pending. The EUROCONTROL SWIM Registry will be used. For MIL, SWIM Project is executed in close cooperation with Austro Control.

31/12/2024

ASP (By:12/2024) Austrocontrol

SWIM components have been partially procured and installed, but full coverage of PCP pending. - 10% Ongoing

31/12/2024 MIL (By:12/2024)


SWIM components have been partially procured and installed, but full coverage of PCP pending. SWIM Project is executed in close cooperation with Austro Control.

- 10%

Ongoing

31/12/2024

APO (By:12/2024)

Flughafen Wien AG

SWIM activities will be set up as dedicated project, but for the time being, no specific plan has been released. - 0%

Not yet planned

-

ITY-ACID

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

100% Completed


Since 31/03/2015, the basis for correlation is the downlinked ACID by means of Mode S and A-WAM. The required evidences to reach more than 50% have been delivered in time to reach the first milestone in March 2015. The whole FIR Wien has been declared as Mode S area since 18/07/2019

18/07/2019

ASP (By:01/2020)

Austrocontrol

Since 31/03/2015, the basis for correlation is the downlinked ACID by means of Mode S and A-WAM. The required evidences to reach more than 50% have been delivered in time to reach the first target time in March 2015. Next step to reach 100% ACID Compliance is planned by end of 2019 at the latest. Note: The following Mode S sensors are fully installed: Linz, Wien, Koralpe and Austrian Wide Area Multilateration. External sensors and sources: Muenchen, Javornik Final restriction of usage A1000 was repealed 18/07/2019

ACID Phase 2 Mode S and WAM

implementation

100%

Completed

18/07/2019


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

73% Late

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

Due to the high amount of ADQ affected obstacle originators in Austria, the implementation date is dependent on the full implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 31/12/2020. A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and was consequently approved by NSA. Most of the formal arrangements have been already signed, out of them all 6 international Airports and several Austro Control internal originators and a few obstacle originators (surveyors). Today not all parties referred to in ADQ Article 2(2b) and Article 2(2c) have signed the formal arrangement yet. The national legal framework for the origination of aeronautical data according to the ADQ regulation is published, including the need of having a signed formal arrangement with Austro Control in order to supply aeronautical data in compliance with the ADQ regulation. Airport Vienna: Documentation related to certification has been officially provided to the NSA and access authorisations have been provided accordingly. The required statement of compliance has been provided to the NSA. MIL is going to elect case by case to apply specific lines of Action, bearing in mind that a high level military quality management system meeting the safety and security management objectives has been implemented, documented and is maintained - Military internal processes such as safety and security management stick to national MIL requirements and quality Standards and are subject to continuous improvement processes.

31/12/2020

REG (By:06/2017)


Ongoing according to project plan (still to be analysed, if the Austro Control / ADQ compliance check list is the proper means of compliance for MIL) Formal arrangements planned to be established with all parties concerned. MIL Arrangements with Austro Control will be elaborated being subject to the MIL Chain of Command. Note: A high level military quality management system meeting the safety and security management objectives has been implemented, documented and is maintained - Military internal processes such as safety and security management stick to national MIL requirements and quality Standards and are subject to continuous improvement processes. Moreover, MIL is going to elect to comply with specific lines of action.

- 10%

Late

31/12/2020

- Late



Due to the high amount of ADQ affected obstacle originators in Austria, the implementation date is dependent on the full implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 31/12/2020. A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and has been approved by NSA. Most of the formal arrangements have been already signed, out of them all 6 international Airports and several Austro Control internal originators and a few obstacle originators (surveyors) Today not all parties referred to in ADQ Article 2(2b) and Article 2(2c) have signed the formal arrangement yet. The national legal framework for the origination of aeronautical data according to the ADQ regulation is published, including the need of having a signed formal arrangement with Austro Control in order to supply aeronautical data in compliance with the ADQ regulation.

62% 31/12/2020

ASP (By:06/2017)


The data quality project, led by ACG/AIM, is running according to the project plan. Several awareness workshop were held by ACG to find proper ways to comply with ADQ together with NSA, provincial governments (en route obstacles), aerodrome operators and surveyors for aerodromes. A draft formal arrangement has already been issued by Austro Control to be signed by the originators and a proper system (PLX) to supply AIP relevant data is already in place, even for external originators. Note: A high level military quality management system meeting the safety and security management objectives has been implemented, documented and is maintained - Military internal processes such as safety and security management stick to national MIL requirements and quality Standards and are subject to continuous improvement processes. For the military, ongoing according to project plan.

- 40%

Late

31/12/2020

Austrocontrol Late


A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and approved by NSA. Most of the formal arrangements have been already signed, out of them all 6 international Airports and several Austro Control internal originators and a few obstacle originators (surveyors) The required data quality requirements have been fulfilled according to the ACG project 'DATA QUALITY' by 03/2013. Working instructions to describe the processes are in place.

AF5 AIM Compliance

Program 93% 31/12/2020

APO (By:06/2017)

Flughafen Wien AG

Documentation related to certification has been officially provided to the NSA and access authorisations have been provided accordingly. The required statement of compliance has been provided to the NSA.

- 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 -

For the whole FIR Wien, CPDLC service above FL 285 was put into operation on 17th of October 2014 (AIRAC Cycle 1311). 30/11/2014

REG (By:02/2018)


Regulatory tasks finished by 31/08/2014. CPDLC operation has been put into service for the FIR Vienna above FL 285 since 17 October 2014 (AIRAC Cycle 1311).

- 100%

Completed

31/08/2014

ASP (By:02/2018)

Austrocontrol CPDLC operation has been put into service for the FIR Vienna above FL 285 since 17 October 2014 (AIRAC Cycle 1311).

- 100% Completed

30/11/2014

MIL (By:01/2019)


Military committed to implement the objective by the SES target date. Present transport type aircraft remain outside applicability area (below FL285).

- % Not

Applicable -


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

82% Completed


8.33 kHz conversion has been finalized. The Notification for OPC assignments was transmitted to the European Commission in June 2016. The frequency conversion at ANSP level is completed. Frequencies assigned to ATIS and Volmet have been converted to 8,33 kHz channel spacing in June 2018. For Airport VIE: the required FRQ assignment and conversion to 8,33 kHz for all radio Equipment was achieved at the end of 2017. ATTN: MIL: All necessary measures have been taken and verified at MoD Level to ensure compatibility with 8.33 kHz channel spacing at relevant MIL airports. It is intended to operate both, 25kHz and 8.33 kHz, at each MIL airport. MIL carrier aircraft are equipped, remaining mil A/C (helicopter) will be equipped by end 2023.

31/12/2023

REG (By:12/2018)


Complete 8,33 kHz conversions will be ready by 12/2023 according to the new national MIL conversion plan. MIL carrier aircraft are equipped, the remaining mil A/C will be equipped by end 2023. All necessary measures have been taken and verified at MoD Level to ensure compatibility with 8.33 kHz channel spacing at relevant MIL airports. It is intended to operate both, 25kHz and 8.33 kHz, at each MIL airport.

- 100%

Completed

31/12/2018


8.33 kHz conversion has been finalized. The Notification for OPC assignments was transmitted to the European Commission in June 2016. The frequency conversion at ANSP level is completed. Frequencies assigned to ATIS and Volmet have been converted to 8,33 kHz channel spacing in June 2018.

- 100%

Completed

21/06/2018

ASP (By:12/2018)


Complete 8,33 kHz conversions will be ready by 12/2023 according to the new national MIL conversion plan. MIL carrier aircraft are equipped, the remaining mil A/C will be equipped by end 2023. All necessary measures have been taken and verified at MoD Level to ensure compatibility with 8.33 kHz channel spacing at relevant MIL airports. It is intended to operate both, 25kHz and 8.33 kHz, at each MIL airport.

- 100%

Completed

31/12/2019

Austrocontrol Conversion at ANSP level completed. Frequencies assigned to ATIS and Volmet have been converted to 8,33 kHz channel spacing in June 2018.

8,33 FRQ channel spacing

below FL195

100%

Completed

21/06/2018

MIL (By:12/2020)



MIL: 8,33 kHz conversions will be ready by 12/2023 according to the new national MIL conversion plan. MIL carrier aircraft are equipped, the remaining mil A/C will be equipped by end 2023 in accordance with the exemption rule.

- 30%

Completed

31/12/2023

APO (By:12/2018)

Flughafen Wien AG

For Airport VIE, the required FRQ assignments and conversions to 8,33 kHz for all radio equipment were achieved at the end of 2017, according to the national Frequency Conversion Plan.

8,33 FRQ channel spacing

below FL195

100%

Completed

31/12/2017


Planned according to national MIL conversion plan, all necessary measures have been taken and verified at MoD Level to ensure compatibility with 8.33 kHz channel spacing at relevant MIL airports. It is intended to operate both, 25kHz and 8.33 kHz, at each MIL airport.

- 10%

Completed

31/12/2023

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

100% Completed

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

With regard to Regulation (EC) No 633/2007, the verification activities and the assessment of verification of systems (DoV) and the technical file (TF) was positively performed. Local system implementation has been finished and started with FMTP operation with MUN in 04/2011. Meanwhile all adjacent partners have been connected applying FMTP.

30/09/2015

ASP (By:12/2014)

Austrocontrol

Local and national system implementation is completed since. First FMTP operation with MUN since 04/2011 PRA since 10/2012. BRA since 05/2014, BUD since 02/2014, ZAG since 09/2013, LJU and PAD since 03/2015 ZUR since 09/2015

- 100%

Completed

30/09/2015

MIL (By:12/2014)


Finalised 04/2011 with the common use of the ATM System - %

Not Applicable

-


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

66% Ongoing

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

Safety assessments for changes and for new SUR systems are part of the process and continuously monitored and audited by NSA. Formal acceptance is communicated to the ANSP. SUR data transfer is based on ASTERIX format since the year 2000, and safety assessments for existing and newly implemented SUR infrastructure and the relevant training is applied according to regulations. According to the Safety assessment process and derived procedures, all changes referring to the surveillance infrastructure have been subject to SA's and were delivered to the NSA. The overall SUR chain related Safety assessment has been subject to all safety assessments in question. Dependent on the MIL planning and budget, the aircraft fleet will be equipped with the specific carriage and operation of Mode S Enhanced Surveillance and ADS-B Out avionics by 2019.

31/12/2021


Safety assessments for changes and new SUR systems are continuously monitored and audited by NSA and formal acceptance communicated to the ANSP.

- 100% Completed

31/10/2012

ASP (By:02/2015)

Austrocontrol

SUR data transfer is based on ASTERIX format since the year 2000. Safety assessments for existing and newly implemented SUR infrastructure and the relevant training is applied according to regulations. According to the Safety assessment process and derived procedures, all changes referring to the surveillance infrastructure have been subject to SA's and were delivered to the NSA. The overall SUR chain related Safety assessment has been subject to all safety assessments in question.

- 100%

Completed

31/03/2014

MIL (By:06/2020)


Full Mode S compatible implementation covering the relevant fleet update is foreseen by 2021. No percentage data is going to be released. Only small number of training aircraft for MIL left to be equipped after the 2020 date.

- 10%

Late

31/12/2021


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

78% Ongoing

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

As far as RNAV 1 applications are concerned, Austria is fully compliant with ICAO resolutions and most important with the Commission Regulation (EU) Nr. 1048 (2018), also known as PBN IR After full completion of P-RNAV implementation (SIDs, STARs, RNAV transitions) in Vienna in 2012, an RNAV rollout plan for the remaining Austrian airports has been established which includes the gradual replacement of conventional SIDs, STARs and -where applicable- transitions by P-RNAV 1 procedures. Besides few remaining STAR procedures, which are still based on RNAV 5 to serve all our customers and which are foreseen for upgrade within the scope of the PBN IR, the roll out has been completed.

06/06/2030

REG (By:06/2030)


As far as RNAV 1 applications are concerned, Austria is fully compliant with ICAO resolutions and most important with the Commission Regulation (EU) Nr. 1048 (2018), also known as PBN IR After full completion of P-RNAV implementation (SIDs, STARs, RNAV transitions) in Vienna in 2012, an RNAV rollout plan for the remaining Austrian airports has been established which includes the gradual replacement of conventional SIDs, STARs and -where applicable- transitions by P-RNAV 1 procedures. Besides few remaining STAR procedures, which are still based on RNAV 5 to serve all our customers and which are foreseen for upgrade within the scope of the PBN IR, the roll out has been completed. The Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first approval of the Transition Plan is foreseen in Dec. 2020

- 10%

Ongoing

06/06/2030

ASP (By:06/2030)


As far as RNAV applications are concerned, MIL will act from case to case. - %

Not Applicable

- Austrocontrol - Ongoing


As far as RNAV applications are concerned, Austria is fully compliant with ICAO implementation plans, including the advanced ability of RNP 'AR' procedures. After full completion of P-RNAV implementation (SIDs, STARs, transitions) in Vienna in 2012, an RNAV rollout plan for the remaining Austrian airports has been established which includes the gradual replacement of conventional SIDs, STARs and -where applicable- transitions by P-RNAV procedures. Besides STAR procedures which are still based on RNAV5 to serve all our customers, the roll out is completed.

87% 31/12/2020

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

45% Ongoing


First RF SIDs are in use and have been trained by ATCOs. These SIDs using RF legs are based on RNAV 1 due to low operator equipage rate with RNP 1 up to now. With the new EASA CS-ACNS certification specification, we expect an increase in RNP 1 approvals. An upgrade of these SIDs is foreseen but no timetable defined yet. The airspace concept has been evaluated, and no specific airspace changes are required for RF SID and STAR implementation based on RNP1. There are no plans for RNP1 STAR arrival routes in Austria before end of 2023. The Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first approval of the Transition Plan is foreseen in Dec. 2020

31/12/2023

REG (By:06/2030)


The Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first approval of the Transition Plan is foreseen in Dec. 2020

- 10%

Ongoing

31/12/2020

ASP (By:06/2030)

Austrocontrol

First RF SIDs are in use and have been trained by ATCOs (based on RNAV 1) The airspace concept has been evaluated, and no specific airspace changes are required for RF SID and STAR implementation for RNP1. DME-DME is available for operational use, DME-DME coverage for GNSS reversion in LOWW available.

- 50%

Ongoing

31/12/2023


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

73% Ongoing

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

The RNP approach concept has been rolled out throughout the country as part of the ongoing PBN implementation program. Implementation regulations (e.g. ICAO A37-11, Commission Regulation (EU) Nr. 1048 (2018) were fully observed and work has since progressed to a level that --> ALL INSTRUMENT RUNWAY ENDS in Austria are covered with RNP approaches. Still open: Endorsement of the PBN transition plan by end of 2020

03/12/2020

REG (By:01/2024)


The PBN Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first approval of the Transition Plan is foreseen in Dec. 2020

- 10%

Ongoing

03/12/2020

ASP (By:01/2024)

Austrocontrol

The RNP approach concept has been rolled out throughout the country as part of the ongoing PBN implementation program. Implementation regulations (e.g. ICAO A37-11, European Union) were fully observed and work has since progressed to a level that ALL INSTRUMENT RUNWAY ENDS in Austria are covered with RNP approaches.

- 89%

Ongoing

03/12/2020


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

10% Ongoing

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

In 2018, Austro Control has finished the full development (from design to operational implementation) for the first Point In Space rotorcraft procedures within Austria for two civil helipads locations. In a subsequent stage, the rotorcraft environment will be supplemented through low-level IFR routes. The Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first REG approval of the PBN Transition Plan is foreseen in Dec. 2020

25/01/2024

REG (By:06/2030)


The PBN Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first REG approval of the PBN Transition Plan is foreseen in Dec. 2020

- 10%

Ongoing

03/12/2020

ASP (By:06/2030)

Austrocontrol

In 2018, Austro Control has finished the full development (from design to operational implementation) for the first Point In Space rotorcraft procedures within Austria for two civil helipads locations. In a subsequent stage, the rotorcraft environment will be supplemented through low-level IFR routes. The PBN Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first REG approval of the PBN Transition Plan is foreseen in Dec. 2020

- 10%

Ongoing

25/01/2024


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 measures in terms of dissemination of documents, oversight activities and implementation reporting have been executed by the relevant ministerial section of the Ministry of Transport. The remaining stakeholders have completed their tasks.

31/12/2015

REG (By:01/2018)


The required measures in terms of dissemination of documents, oversight activities and implementation reporting have been executed by the relevant ministerial section of the Ministry of Transport.

- 100%

Completed

31/12/2015

ASP (By:12/2014)

Austrocontrol

Local RWY Safety Team for Vienna established; regular meetings are held 4 times per year at senior operational and managerial level between ATC, airport and main airlines to tackle operational issues (ATC OPS meeting) All relevant recommendations are fulfilled.

- 100%

Completed

31/12/2013

APO (By:12/2014)

Flughafen Wien AG

Local RWY Safety Team for Vienna established; regular meetings are held 4 times per year at senior operational and managerial level between ATC, airport and main airlines to tackle operational issues (ATC OPS meeting) All relevant recommendations are fulfilled.

- 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 -

Within the AoR of ACC Wien, Direct Routing Airspace had been identified and DCT Connections were implemented from FL165 / FL245 up to FL660 until November 2016. The SAXFRA area of application is available H24 and is not constrained by FIR or State boundaries. The SAXFRA area will consist of those areas where the following units provide ATS: ACCs Wien (except BUDEX Area) and Ljubljana, APP units Wien, Graz, Innsbruck (East of Rocky line), Klagenfurt, Linz, Salzburg (except Königssee Area), Ljubljana, Maribor and Portoroz (see attached map). As of 10 NOV 2016, ATS Routes within SAXFRA will be permanently withdrawn except for: - ATS routes within areas of responsibility of APP Maribor and Portoroz to provide ATS without the use of ATS surveillance equipment. - A set of ATS routes within FIR Wien below 9500FT AMSL for NON RNAV equipped flights. Under the umbrella of the overall FABCE airspace planning, this step has been elaborated and coordinated with all FABCE Partners.

10/12/2015

ASP (By:12/2017)

Austrocontrol

Within the AoR of ACC Wien, Direct Routing Airspace has been identified and DCT Connections have been continuously implemented from FL165 / FL245 up to FL660. Coordination with NM via RNDSG and ERNIP publication goes without saying; the RAD has also been updated accordingly. Under the umbrella of the overall FABCE airspace planning, this step has been elaborated and coordinated with all FABCE Partners. Note: since 10th Nov. 2016, FRA has been implemented within Austrian Airspace in a cross border initiative with Slovenia. See also AOM 21.2.

- 100%

Completed

10/12/2015


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 -

The EUROCONTROL Specification has been approved for usage in Austria. STCA level 2 fully deployed in the current ATM system (Enroute Top Sky) 31/03/2013

ASP (By:01/2013)


STCA level 2 fully deployed in the current area of responsibility of ATM system (En Route Top Sky). The Military uses the civil infrastructure.

- 100%

Completed

31/03/2013

Austrocontrol

STCA level 2 fully deployed in the current area of responsibility of ATM system (En Route Top Sky). The Military uses the civil infrastructure.

- 100%

Completed

31/03/2013

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 -

Austria fulfills the supervising obligations in accordance with EU regulation 1332/2011 and has achieved the training and performance monitoring actions. MIL transport A/C have been adequately equipped since March 2015

31/03/2015


Austria fulfills the supervising obligations in accordance with EU regulation 1332/2011 - 100%

Completed

31/12/2014

ASP (By:03/2012)

Austrocontrol Austro Control has implemented the EU regulation 1332/2011 and has achieved the training and performance monitoring Actions accordingly.

- 100% Completed

31/03/2012

MIL (By:12/2015) Mil. Aviation Authority

MIL transport A/C have been equipped since March 2015 - 100% Completed

31/03/2015


FCM01

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

100% Completed


AustroControl fully completed this objective in 2008, whereas the remaining objective FCM01-ASP08 (DPI) is subject to the use of the runway sequencing tool and further CDM Implementation. The DPI is also described in AOP05-APO05 and will be implemented by 04/2019 in cooperation with Airport Vienna

31/12/2008

ASP (By:07/2014)

Austrocontrol

AustroControl fully completed this objective in 2008. The remaining objective FCM01-ASP08 (DPI) is also covered by AOP05-APO05 and will be implemented by 06/2016 in the context of CDM.

- 100%

Completed

31/12/2008

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

100% Completed

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

The main functionalities as required for coordination and transfer have been implemented in the current ATM system (TopSky). LOF / NAN messages for AGDL implementation were implemented in Oct 2014.

31/10/2014

ASP (By:12/2012)

Austrocontrol

The main functionalities for coordination and transfer plus enhanced functions are part of the new ATM System Top Sky and were implemented in October 2014.

- 100%

Completed

31/10/2014

MIL (By:12/2012)


The Military are exchanging BFD and CFD data with the civil ATM system - %

Not Applicable

-


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 % Not yet

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

LOWW - Vienna International Airport At present, there are no firm plans for Remote TWR Services in Austria -

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

% Not yet planned


For the time being, this feature is not planned to be implemented at LOWW -

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

LOWW - Vienna International Airport for the time being, this feature is not planned to be implemented at LOWW -

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

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

LOWW - Vienna International Airport for the time being, this feature is not planned to be implemented at LOWW (stop bars are permanently lighted) -

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

planned Key Feature: Advanced Air Traffic Services

- ACC: In principle, the functionality of MSP is available, but main operational parts require additional software adaptations and upgrades. TMA: initial tests were executed, but main operational functions would require additional software adaptations and upgrades.

-

ATC19 Enhanced AMAN-DMAN integration Applicability and timescale: Local

% Not yet planned


A dedicated planning initiative has been set up, but no concrete time schedule and deployment Project has been initiated yet. -


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

% Completed

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

Enhanced STCA comprising the selected Flight Level down link has been implemented since 2017 -

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

Key Feature: High Performing Airport Operations LOWW - Vienna International Airport

This objective is completed for Vienna Airport. Regular meetings of the "dialogue forum" are held between local Vienna Airport communities and Vienna Airport partners. check web page: www.dialogforum.at

31/12/2012

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% Completed

Links: B0-CCO | Key Feature: Advanced Air Traffic Services LOWW - Vienna International Airport

- For Vienna, all SIDs are PBN based and calculated accordingly (100% implementation) - Since November 2016 Free Route Airspace has been implemented in FIR Wien, thus allowing seamless transitions from SIDs to Free Route Airspace - The PBN based CCO techniques have been developed in close coordination with the main airspace users affected, and are subject to permanent monitoring and improvements. - ATC-procedures are available to enable and foster continuous climbs - at least to FL245 - whenever feasible. - The involvement of the local community (stakeholders) is ensured via: a) Dialogforum Flughafen Wien (see also www.dialogforum,at ), where information about SIDs and changes thereto are regularly communicated and discussed b) Involvement of professional stakeholders (ATC, Airport, Airspace Users, MIL), by running regular quarterly sessions as 'ATC OPS Meetings' devoted to elaboration of common procedures and standards.

30/11/2016


6. Annexes

A. Specialists involved in the ATM implementation reporting for Austria

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point Austro Control Martin STIEBER LSSIP Focal Point for NSA/CAA MoT / BMK Alfred GULDER LSSIP Focal Point for ANSP Austro Control Martin STIEBER LSSIP Focal Point for Airport Airport VIE Franz EHMOSER LSSIP Focal Point for Military MoD / BMLV LtCol Franz LINECKER

Other Focal Points Organisation Name

Focal Point for U-space Austro Control Philipp PIBER

Focal Point for NETSYS Austro Control Mehri ESKANDARI Johann KIRSCHBERGER


B. National stakeholders organisation charts

https://www.bmk.gv.at/ministerium/organisation

https://www.bmk.gv.at/ministerium/organisation


Austro Control GmbH

www.austrocontrol.at

Airport Vienna

http://www.viennaairport.com

http://www.austrocontrol.at/

http://www.viennaairport.com/


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 famil

y

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

- -

*AOM21.1 - Direct Routing

Free Route #32 3.2.1

3.2.3

B0-FRTO B1-

FRTO

-

-



SESAR Key

Feature

Major ATM

change

SESAR

Solution

DP famil

y

ICAO

ASBU

B0, B1, B2

EPAS AAS TP

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


- 1.1.2 B1-RSEQ

- -

ATC15.2 - Extension of AMAN to En-route


#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


#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

-

NAV03.2 – RNP1 in TMA Operations

PBN #09, #51

1.2.3 1.2.4

B1-RSEQ

RMT.0639

RMT.0445

-



SESAR Key

Feature

Major ATM

change

SESAR

Solution

DP famil

y

ICAO

ASBU

B0, B1, B2

EPAS AAS TP

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

-

-

AOP18 - Runway Status Lights (RWSL)

Surface mgt #01 - B2-

SURF -

-



SESAR Key

Feature

Major ATM

change

SESAR

Solution

DP famil

y

ICAO

ASBU

B0, B1, B2

EPAS AAS TP

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



SESAR Key

Feature

Major ATM

change

SESAR Soluti

on

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. SESAR Solutions implemented in a voluntary way3

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.

NO

Y will be considered in the Integrated Tower Working Position which is in its early stages at the moment

#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).

NO N

at present no plans

3 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 (LOWW)

Y 'De-icing Functionality' has

been implemented in context of the actual CDM implementation

#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

N (LOWW)

N Not applicable for Airport

Vienna and ACG, as the system is intended for flight crews and to be applied at

secondary aerodromes that are only capable of Type A

landing operations


SESAR Solution

Code

SESAR Solution




please report where






diversions of flights to CAT II/III 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.



SESAR Solution

Code

SESAR Solution




please report where






#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 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.

Y

Y In the context of AMAN

implementation for Vienna, TTL/TTG and/or CTA will be

part of the technical and procedural deployment

#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.

NO N

no center manager conceived

#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

NA

In Austria Free Route Airspace (FRA) has been

implemented from GND to FL660 (UNL)

#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

Y (LOWW)

Vienna: On a strategic aspect, SIDs

and STARs are designed such to enable a CDO/CCO to the maximum extent possible.

Moreover, on a tactical basis, flights receive clearances to

allow for a continuous climb/descent whenever

traffic allows.


SESAR Solution

Code

SESAR Solution




please report where






#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/A

N/A

TCAS with traffic advisory is in operation.

ATC is not a direct user of the ACAS system,

but will receive considerable benefit from

both concepts as a result of reduced false alerts,

and greater consistence of execution of RAs.

#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/A

N/A

Considering the Airspace design,

Point Merge is not conceived to improve the integration and sequencing of inbound

traffic to LOWW

#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.

NA

N/A

Considering the Airspace design,

Point Merge is not conceived to improve the integration and sequencing of inbound

traffic to LOWW. AMAN is in operations since

Nov 2018.

#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

N

Implementation plans are currently discussed COOPANS internally for the INAP function, which covers similar aspects and timeframes.


SESAR Solution

Code

SESAR Solution




please report where






solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights.


#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.

NO

Y initial plans are available - further development after

the A-CDM status 'fully implemented' will have been

achieved


#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).

NO N no plan (FFICE when feasible)

#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.

YES (FIR Wien)

AWAM receives ACAS messages

and generates an immediate

information to the Controllers.

AWAM corresponds to

the solution of a set of monitoring ground stations

and a server system, which

enables the

N at present no further plans.


SESAR Solution

Code

SESAR Solution




please report where






continuous monitoring and analysis of ACAS

RAs and coordination

messages between airborne

units from the ground.

#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.

NO N at present no plans

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

NO

N activity ongoing to observe

AreoMACS introduction (performance) and

acceptance of Airspace Users.

#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.

NO N

activity ongoing to observe EASA RMT for certification


SESAR Solution

Code

SESAR Solution




please report where






#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.

NO YES ADS-B integration till 2020

#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.

Partly YES (FIR Wien)

AWAM consists of 74 ADS-B capable

receivers, whereas ADS-B data is already used to reduce

1030 interrogations.

YES ADS-B integration till 2020


E. 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.


F. Glossary of abbreviations

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

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

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

Term Description

A-ATMS Austrian ATM system

ACAS Airborne Collision Avoidance System

ACC Area Control Centre

AF ATM Functionality

AFTN Aeronautical Fixed Telecommunication Network

AIS Aeronautical Information Services

AMAN Arrival Management

AMC Airspace Management Cell

ANS Air Navigation Services

AOP Airport Operations (domain)

APP Approach Control Service

APW Area Proximity Warning

ASM Airspace Management

A-SMGCS Advanced Surface Movement Guidance and Control System

ASP ATS Provider

ATC Air Traffic Control

ATCO Air Traffic Control Officer

ATFM Air Traffic Flow Management

ATM Air Traffic Management

ATS Air Traffic Services

BMK

Bundesministerium für Klimaschutz, Umwelt, Energie, Mobilität, Innovation und Technologie (MoT) // Federal Ministry for Climate Action, Environment, Energy, Mobility, Innovation and Technology

CEO Chief Executive Officer

CFMU Central Flow Management Unit (replaced by -> NMOC)

CNS Communication, Navigation and Surveillance

COM Communications (domain)

COOPANS Cooperation of ANSPs (AustroControl, LFV, Naviair, CCL, IAA)

CP Contact Person

EAD European AIS Data Base

EATM European Air Traffic Management Programme

EC European Commission

ECAC European Civil Aviation Conference

EDA European Defence Agency

https://www.eurocontrol.int/airial/definitionListInit.do?skipLogon=true&glossaryUid=AIRIAL


ESSIP European Single Sky and ImPlementation

ENV Environment

EU European Union

EUR ICAO European Region

FAB CE Functional Airspace Block Central Europe (AT, BiH, CZ, HR, HU, SI, SK)

FCM Flow and Capacity Management (domain)

FIR Flight Information Region

FL Flight Level

FMP Flow Management Position

FT Fast Track

FUA Flexible Use of Airspace (concept)

GAT General Air Traffic

GNSS Global Navigation Satellite System

HLAPB / LAF High Level Airspace Policy Board / Lenkungsausschuss Flugsicherung

HUM Human Resources (domain)

IATA International Air Transport Association

ICAO International Civil Aviation Organisation

ILS Instrument Landing System

JAA Joint Aviation Authorities

LAF / HLAPB Lenkungsausschuss Flugsicherung / High Level Airspace Policy Board

LAU Local Approach Unit (Graz, Klagenfurt, Innsbruck, Salzburg, Linz)

LSSIP Local Single Sky and ImPlementation

LoA Letter of Agreement

MET Meteorology

MIL Military

MoD Ministry of Defence

MS Member State

BMK Federal Ministry for Transport, Innovation and Technology

NAV Navigation (domain)

NG AATMS New Generation Austrian ATM System

NMOC Network Management Operation Cell

NSA National Supervisory Authority

NSP Network Strategic Plan

OAT Operational Air Traffic

OLDI On Line Data Interchange

OPS Operations

OR Operational Requirements

ORD Operational Requirements Document

PC Provisional Council

PCP Pilot Common Project

PDP Preliminary Deployment Programme


PRC Performance Review Commission

PRB Performance Review Board

R&D Research and Development

RNAV Area Navigation

RVR Runway Visual Range

RVSM Reduced Vertical Separation Minimum

SAF Safety (domain)

S-AF Sub ATM Functionality

SAXFRA Slovenian Austrian Cross Border Free Route Airspace

SECSIFRA South East Common Sky Initiative FRA

SLoA Stakeholder Line of Action

SMGCS Surface Movement Guidance and Control System

SMS Safety Management System

STAM Short Term ATFCM Measures

STATFOR EUROCONTROL Statistics and Forecast (Specialist Panel on Air Traffic Statistics and Forecast)

STCA Short Term Conflict Alert

SUR Surveillance (domain)

TACT Tactical Flow Management

TCAS Traffic alert and Collision Avoidance System

TF Task Force

TMA Terminal Control Area

TOPSKY Austrian ATM system provided by Thales

ToR Terms of Reference

UAC Upper Area Control /Centre

UIR Upper flight Information Region

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