Local Single Sky ImPlementation (LSSIP) SPAIN · 2019. 2. 18. · LSSIP Year 2013 Spain Released...

EUROCONTROL

Year 2013 ‑ Level 1

Local Single Sky ImPlementation (LSSIP) SPAIN

LSSIP Year 2013 Spain Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for SPAIN

Infocentre Reference: 14/01/07-37

Document Identifier Edition: Year 2013

LSSIP Year 2013 SPAIN Edition Date: 8th April 2014

LSSIP Focal Point - Estíbaliz Salazar E-mail:

[email protected]

Aena – Air Navigation

Head of Convergence

and Planning

LSSIP Contact Person - Oscar Alfaro E-mail:

[email protected]

Unit DSS/EIPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: X:\03 LSSIP\1. LSSIP States\Spain (ES)\Year 2013\Released\LSSIP 2013_ES_released.docx

LINKS TO REFERENCE DOCUMENTS

1. LSSIP Guidance Material: http://www.eurocontrol.int/articles/guidance-material 2. ESSIP Plan Edition 2013: www.eurocontrol.int/pepr 3. ESSIP Report 2012: www.eurocontrol.int/pepr 4. STATFOR Forecasts: www.eurocontrol.int/statfor 5. Acronyms and abbreviations: http://www.eurocontrol.int/articles/glossaries 6. European ATM Master Plan: http://www.eurocontrol.int/articles/atm-master-plan-and-system-view

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

LSSIP Year 2013 Spain Released Issue

TABLE OF CONTENTS

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

Introduction ................................................................................................................................................... 6

National ATM Environment ........................................................................................................ 7 Chapter 1 -1.1 Geographical Scope .................................................................................................................... 7

1.1.1 International Membership ........................................................................................................ 7 1.1.2 Geographical description of the FIR(s) ................................................................................... 7 1.1.3 Airspace Classification and Organisation ................................................................................ 8

1.2 National Stakeholders .................................................................................................................. 8 1.2.1 Civil Regulator(s) ................................................................................................................... 10 1.2.2 AENA (Aeropuertos Españoles y Navegación Aérea) .......................................................... 12 1.2.3 Airports .................................................................................................................................. 14 1.2.4 Military Authorities ................................................................................................................. 15 1.2.5 Accident/incident Investigation Body ..................................................................................... 18

En-route Traffic and Capacity .................................................................................................. 19 Chapter 2 -2.1 Evolution of traffic in continental Spain ...................................................................................... 19 2.2 Evolution of traffic in the Canary Islands ................................................................................... 20 2.3 Barcelona ACC .......................................................................................................................... 21

2.3.1 Traffic and en-route ATFM delays 2009-2018/19 ................................................................. 21 2.3.2 Summer 2013 performance ................................................................................................... 21 2.3.3 Planning Period 2014-2018/9 ................................................................................................ 22

2.4 Canarias ACC ............................................................................................................................ 24 2.4.1 Traffic and en-route ATFM delays 2009-2018/19 ................................................................. 24 2.4.2 Summer 2013 performance ................................................................................................... 24 2.4.3 Planning Period 2014-2018/19 .............................................................................................. 25

2.5 Madrid ACC ............................................................................................................................... 27 2.5.1 Traffic and en-route ATFM delays 2009-2018/19 ................................................................. 27 2.5.2 Summer 2013 performance ................................................................................................... 27 2.5.3 Planning Period 2014-2018/19 .............................................................................................. 28

2.6 Palma ACC ................................................................................................................................ 30 2.6.1 Traffic and en-route ATFM delays 2009-2018/19 ................................................................. 30 2.6.2 Summer 2013 performance ................................................................................................... 30 2.6.3 Planning Period 2014-2018/19 .............................................................................................. 31

2.7 Sevilla ACC ................................................................................................................................ 33 2.7.1 Traffic and en-route ATFM delays 2009-2018/19 ................................................................. 33 2.7.2 Summer 2013 performance ................................................................................................... 33 2.7.3 Planning Period 2014-2018/19 .............................................................................................. 34

ESSIP Report recommendations ............................................................................................. 36 Chapter 3 -

National Projects ...................................................................................................................... 40 Chapter 4 -

Regional Co-ordination ............................................................................................................ 44 Chapter 5 -5.1 FAB Co-ordination ..................................................................................................................... 44 5.2 FAB Projects ...................................................................................................................................... 45 5.3 Other regional coordination initiatives/projects ................................................................................. 48

ESSIP Objective Implementation ............................................................................................. 52 Chapter 6 -6.1 State-related ESSIP Objectives ................................................................................................. 53 6.2 Airport-related ESSIP Objectives .............................................................................................. 67

6.2.1 Barcelona Airport ................................................................................................................... 67 6.2.2 Madrid-Barajas Airport .......................................................................................................... 69 6.2.3 Palma de Mallorca Airport ..................................................................................................... 72

Annex A – Specialists involved in the LSSIP Process ................................................................................ 75

Annex B – National Stakeholders Organisation Charts .............................................................................. 78

Annex C – Glossary of Abbreviations ......................................................................................................... 82

Annex Z – Temporary Annex ...................................................................................................................... 84

LSSIP Year 2013 Spain 1 Released Issue

Executive Summary

State Context

The main National Stakeholders involved in ATM in Spain are:

Within the Ministry of Public Works, Infrastructures and Transport and reporting to the General Secretary for Transport are the DGAC and AESA:

- The Civil Directorate for Civil Aviation, DGAC, main role is to define and propose to the Minister and the Government the policy objectives on civil aviation.

- The Spanish Aviation Safety and Security Agency (AESA – Agencia Estatal de Seguridad Aérea): AESA started its activity on 20th October 2008. Currently AESA is in charge of civil NSA role for civil aviation with the exception of the military facilities and services provided to GAT and the MET services.

- The Spanish Aeronautical Military Authority is the Chief of Air Staff (JEMA – Jefe de Estado Mayor del Aire). The Deputy Chief of Air Staff (SEJEMA – Segundo Jefe del Estado Mayor del Aire) is the military NSA for the air navigation services provided by the military to GAT in the framework of SES Regulation.

- AENA Air Navigation is the Spanish Air Navigation Service Provider responsible for General Air Traffic within the 3 Flight Information Regions (FIRs) assigned to Spain – Madrid, Barcelona and Canary Islands operating five ACC Units. Some delegation of service is also coordinated with Portugal and Mauritania.

- AENA Airports (AASA) is in charge of managing airports functions and duties in the 46 airports in Spain and it participates indirectly in the management of another 15 airports in the world.

- The Secretary of State for Environment within the Ministry of Agriculture, Food and Environment is the National Supervisory Authority (NSA) for MET service.

-The State Meteorological Agency (AEMET), reporting to the Ministry of Agriculture, Food and Environment, is certificated as meteorological service provider for air navigation since 2006 and designated by 21/2003 law. AEMET is the state meteorological authority.

In accordance with the Law 9/2010, a new certified ATS provider for AFIS and/or ATC provision in some Spanish aerodromes has been designated (INECO). Also within the abovementioned framework, Spain has designated new ATC Tower Providers for certain airports (13 liberalized ATC services: 11 operating and 2 in process). The following table details the certified services providers:

ATS Certified Provider

AIS Certified Provider

Communications

Certified Provider

Navegation

Certified Provider

Surveillance Certified Provider

AENA X X X X X

INECO X

SAERCO X X X X

FerroNATS Air Traffic Services

X

Tower Air Traffic

Services S. L. (TATS)

X


ESSIP Objective Implementation

The analysis of the progress of ESSIP implementation objectives reveals a clear trend of medium-term planning (15 objectives), which is detailed below:

2014: AOM13.1, AOM21, ATC02.5, COM09,

2015: AOP04.2, ATC02.6, ATC02.7, ATC16, FCM03, NAV10, ATC07.1, ATC15

2016: ATC12

2017: ATC17

2020: COM11

Despite of this medium-term planning which ensures ongoing activities, there are 11 “Late” ESSIP objectives:

AOP04.1: SMGCS-1 implementation is completed at Madrid Barajas airport, but the planning is late in Barcelona and Palma Airports.

AOP05: There are some delays in the planning of CDM at Palma de Mallorca Airport. However, Madrid Barajas Airport is facing the testing and implementation face. Barcelona Airport is carrying out the implementation as scheduled.

ATC02.2: The planning scheduled for all the stakeholders involved is “late”.

INF04: The status of this objective has been reassessed taken into account the fulfillment of the finalization criteria.

ITY-FMTP: The late status corresponds to the delayed planning in ANSP and MIL stakeholders.

NAV03: The initial plan is being reviewed.

SAF10: The full implementation of this objective is only pending on certain actions from REG.

ITY-AGDL: Due to the delay in the fulfillment of the 29/2009 IR, the planning has been deeply analysed and consequently it has been recently updated.

ITY- ADQ: The late status is due to some delays in the implementation of intermediated SLoAs. However, the full implementation has been scheduled according to the 73/2010 Regulation.

ITY-COTR: The current planning dates for Logon Forward and Next Authority Notified processes go beyond the FOC established.

ITY-SPI: Although there are intermediate delays, it is not foreseen they impact on the compliance of the Regulation (EU) No 1207/2011.

Furthermore, 2 ESSIP objectives have been assessed as Completed (ENV02 and AOM20), 2 as Partially Completed (AOM19 and SAF11), and the status for FCM03 has been changed from Completed to Partially Completed, as the schedule for testing with the Network Manager is not planned yet.


LSSIP 2013 - Spain

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

State-related ESSIP Objectives

<=

2007

20

08

2009

20

10

2011

20

12

2013

20

14

2015

20

16

2017

20

18

2019

20

20

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

[IDP] [E] *

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

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

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

AOP03 Improve runway safety by preventing runway incursions *

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

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

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

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

ATC07.1 Implement arrival management tools [E] *

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

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

[IDP] [E] *

ATC16 Implement ACAS II compliant with TCAS II change 7.1 *

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

[IDP] [E] *

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

[IDP] *

COM10 Migrate from AFTN to AMHS *

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

FCM01 Implement enhanced tactical flow management services [E] *

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

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

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

INF04 Implement integrated briefing *

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

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

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

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

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

NAV10 Implement APV procedures [IDP] [E] *


LSSIP 2013 - Spain

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

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

SAF11 Improve runway safety by preventing runway excursions *

SRC-CHNG Implementation of Safety Oversight of Changes to ATM by National Supervisory Authorities (NSA) *

SRC-RLMK Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) *

SRC-SLRD Safety Levels and Resolution of Deficiencies *

Airport-related ESSIP Objectives

<=

2007

20

08

2009

20

10

2011

20

12

2013

20

14

2015

20

16

2017

20

18

2019

20

20

LEBL-Barcelona

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

*

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

[E] *

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

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

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

[IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

LEMD-Madrid - Barajas


*


[E] *




[IDP] *


LEPA-Palma de Mallorca


*


[E] *




[IDP] *



Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

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

Late


Introduction

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

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

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

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

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


National ATM Environment Chapter 1 -

1.1 Geographical Scope

1.1.1 International Membership

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

Organisation Since

ECAC 1955

(Founding Member)

EUROCONTROL 1997

European Union 1986

European Common Aviation Area 2006

EASA 2003

ICAO 1951

JAA 1990

NATO 1982

1.1.2 Geographical description of the FIR(s)

Spanish airspace is split in two regions (Peninsula and Canarias) separated mainly by the airspace controlled by the ACCs of Lisboa and Casablanca (see figure below).

Surrounding the airspace of Spain, there are 10 FIRs controlled by 7 States (namely France (Brest, Bordeaux and Marseille) , United Kingdom (Shanwick), Portugal (Lisboa and Santa Maria), Morocco (Casablanca), Algeria (Alger), Cape Verde (La Sal) and Senegal (Dakar)) belonging to three ICAO regions, which makes this area a transition either to Africa or South America. This fact constitutes an important fact for the development of air transport as some capacity limitations still exist.

Spain is consolidating its presence in the South Atlantic corridor through the participation in cooperation programmes for the enhancement of CNS/ATM, thus increasing the capacity in this important area. Examples of this strategy are the extension of voice and radar communications networks using satellites (CAFSAT project) and the implementation of Navigation satellite systems (EDISA / SACSA).

The geographical scope of this document addresses the three Spain FIR(s):

• FIR/UIR Madrid,

• FIR/UIR Barcelona

• and FIR/UIR Canary Islands.

In turn, the Madrid FIR/UIR includes the airspace delegated to Seville, south of parallel 39º North. Within each FIR, the airspace in which the airways converge close to one or more airports is called Terminal Areas (TMA). In the Spanish airspace there are 12 TMAs.

The Division Flight Level (DFL) separating upper from lower ATS airspace is FL245.


1.1.3 Airspace Classification and Organisation

Spanish neighbouring airspace and airspace assigned to Spain

1.2 National Stakeholders

The main National Stakeholders involved in ATM in Spain are the following:

- AESA (Agencia Estatal de Seguridad Aérea - Spanish Aviation Safety and Security Agency), National Civil Aviation Supervisory Authority

- DGAC (Dirección General de Aviación Civil) – Civil Aviation Regulation and Policy

- Meteorological Authority and Supervisory Authority - Secretary of State for Environment

- Spanish Air Force (ESPAF)

- Aena (Spanish Airports & Air Navigation)

o Aena Airports S.A.

o Aena Air Navigation

- AEMET (Agencia Estatal de Meteorología) - Meteorological Service Provider

Their activities are detailed in the following subchapters and their relationships are shown in the diagram below according to Royal Decree 452/2012, of 5th March 2012 amending and developing the basic structure of the Ministry of Public Works, Infrastructures and Transport and Royal Decree 401/2012 of 17th February 2012 that sets the structure of the Ministry of Agriculture, Food and Environment Affairs.

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SPAIN

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PORTUGAL

FRANCE

ALGERIA

UNITED KINGDOMIRELAND

La Sal

Dakar

SPAIN

SPAIN

MOROCCO

PORTUGAL

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UNITED KINGDOMIRELAND

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1.2.1 Civil Regulator(s)

1.2.1.1 General information

The different national entities having regulatory responsibilities in ATM are summarised in the table below:

Activity in ATM: Organisation responsible

Legal Basis

Rule-making

Policy

DGAC

Ministry of Public Works Infra. and Transport

Ministry of Defence

According to Royal Decree 452/2012, the DGAC is responsible for the development of studies and formulation of strategic policy proposals regarding aviation and air navigation systems and airports, whereas AESA assumes the role of the civil CAA and NSA.

AESA, according article 9.1 k) of Royal Decree 184/2008, has the regulatory initiative in the fields of civil aviation that have attributed to its responsibility, for its elevation to competent bodies within the Ministry of Public Works, Infrastructures and Transport.

These proposals are later on elevated to the DGAC for final assessment and administrative process (CIDEFO, and public audience and hearing process among others steps of the regulatory process).

The DGAC finally submits the regulation to the relevant Authority for its adoption.

The regulatory proposals regarding ATM/ASM must be informed favourably by CIDEFO.

Safety Oversight AESA (for civil aviation excluding the military services and facilities)

Ministry of Public Works Infra. and Transport

Ministry of Defence (Military)

(Refer to Royal Decree 184/2008).

AESA in its role NSA is in charge of promoting and enhancing safety in the civil aviation sector in Spain in accordance with ICAO and national regulations within the scope set for in the Law 21/2003.

Thus AESA, in its role of civil NSA for ATM, CNS and AIS, is bound by the activities directly assigned to the NSAs by the European SES regulations and, in particular, regulation (CE) nº 549/2004 (article 4) and regulation (UE) nº 1034/2011.

To that end, AESA is responsible for the air safety oversight according to Law 21/2003 in the field of civil aviation.

The Military NSA is in charge of preserving the safety of air transport in Military Air Bases open to civilian traffic and joint use (with regard to military-owned facilities in the latter case).

Establishment of Tolerable Safety Levels

ANSPs agreement with NSA (AESA)


Royal Decree 184/2008.

AESA agrees or, where not possible, establishes service providers TLSs consistent with SSP objectives.

Chief of Air Staff (CAS) is responsible for any competence derived from European Regulations (EC) and Directives, in the field of safety in Military Air Bases open to civilian traffic and joint use (with regard to military-owned facilities in the latter case).


Safety Performance Monitoring

AESA (Civil)


(Refer to Royal Decree 184/2008)

Deputy Chief of Air Staff (SEJEMA), military NSA, is responsible for any competence derived from European Regulations (EC) and Directives, in the field of safety in Military Air Bases open to civilian traffic and joint use (with regard to military-owned facilities in the latter case), having into account EU exemptions about military organisation and activities..

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

AESA (Refer to Royal Decree 184/2008)

AESA has enforcement powers in the field of civil aviation according to Law 21/2003.

Airspace CIDEFO

AESA/DGAC

Ministry of Public Works Infra. and Transport/

Ministry of Defence

CIDEFO is the competent body responsible of the civil-military coordination at ASM-FUA strategic level (OM march 1995) .The proposals regarding ASM and airspace organization must be examined and informed favourably by CIDEFO.

Economic AESA

Ministry of Public Works Infra. and Transport/ Ministry of Agriculture, Food and Environment / Ministry of Economy

AESA has economic supervisory powers in the field of the civil ATM sector in Spain (Performance Scheme).

Environment AESA

Ministry of Public Works Infra. and Transport/ Ministry of Agriculture, Food and Environment


Security AESA

Ministry of Public Works Infra. and Transport/ Ministry of Agriculture, Food and Environment/ Ministry of Defence/ Ministry of Presidency


AESA, as National Supervisory Authority (NSA), is responsible for any competence derived from European Regulations (EC) and Directives, in the field of security of civil aviation, in particular, Regulation (EC) Nº 1035/2011.

1.2.1.2 Civil Regulatory Authority

ATM regulation in Spain falls essentially within the competences of the Ministry of Public Works, Infrastructures and Transport although the Ministry of Defence has an important participation on its definition and drafting. The Ministry of Agriculture, Food and Environment is the regulator as far is concerned the aeronautical MET services.

The Ministry of Public Works, Infrastructures and Transport carries out its supervisory and regulatory competences through AESA and DGAC, respectively. AESA is the civil NSA for ATM, CNS and AIS services.

Within the Ministry of the Agriculture, Food and Environment, the Secretary of State for Environment is the NSA for aeronautical meteorological services.

The regulations affecting the military interest or requiring civil-military coordination are made through the works in the CIDEFO Commission.


The primary roles of the DGAC detailed in article 7 in Royal Decree 452/2012 are:

To propose the air transport strategic policy and air navigation and airports planning (Master Plan).

The institutional coordination with the different Administrations, including the Ministry of Defence, and with the regional governments in the State in the fields of the airport planning and air navigation.

Coordination of competences with the local authorities regarding the planning of the uses of the territory in the aerodrome surroundings.

Elaboration and proposal of regulations in the fields of civil aviation.

Approval of ‘Circulares Aeronauticas’.

High level representation of the Ministry of Public Works, Infrastructures and Transport in national and international organizations in relation with civil aviation.High level representation of the Ministry of Public Works, Infrastructures and Transport in national and international organizations in relation with civil aviation AESA’s main competences detailed in Royal Decree 184/2008 are:

Supervision and inspection of the civil aviation sector.

Support to the optimization of safety and security aspects in air transport.

Protection of User Rights, particularly passengers.

Improvement of quality on civil aviation services provision.

The regulatory initiative in the fields of civil aviation that have attributed to its responsibility, for its elevation to competent bodies within the Ministry of Public Works, Infrastructures and Transport.

Additional information about AESA can be found in: http://www.seguridadaerea.es

The organisational chart can be seen in Annex B.

AESA and DGAC are organizations with its own legal entity and organizationally different and separated from the ANSPs, airlines and airports operators.

Annual Report published: Y http://www.seguridadaerea.gob.es/lang_castellano/la_agencia/informes-de-actividad/default.aspx

1.2.2 AENA (Aeropuertos Españoles y Navegación Aérea)

Aena (Spanish Airports and Air Navigation) is an organisation legally and organisationally separated from DGAC (although depending also of the Ministry of Public Works, Infrastructures and Transport).

Name of the ANSP: Aena

Governance: Corporatised since 1.1.1991 (Public Entity)

Ownership: 100% state-owned

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Airport(s) Y

AIS Y

CNS Y

MET N AEMET (State Meteorological Agency) is the MET Service Provider

ATCO training Y Aena training/services certified: Unit training, continuation training, training of on-the-job training instructors and training of licence holders entitled to act as competence examiners and/or competence assessors.

Others Y Airport management in Spain (46 airports), United Kingdom (1), Mexico (12), Colombia (2).

Additional information:

Provision of services in other State(s):

N


Annual Report published: Y http://www.aena.es/csee/Satellite/Aena/es/Page/1237546674454//Memoria.html This is the annual report covering yearly activities of the ANSP.

Additional information about Aena can be found in: http://www.aena.es

The organisation chart can be seen in Annex B.

1.2.2.1 ATC system in use

Specify the manufacturer of the ATC system currently in use:

systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems: INDRA

Major upgrade1 of the ATC system is performed or planned? systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems: year

3.z5.40 – CF2 parcial 3: planned by May /2014.

3.z5.40 – full CF2: planned by winter season 2014/2015 in ACC Seville, ACC Madrid, ACC Barcelona and ACC Palma.

3.z5.60: planned to be implemented by Summer season 2016

iTEC 4.1: specification planned by June 2014 (implementation date is planned by 2017)

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


1.2.2.2 ATC units

Basic information about the Spanish FIR/UIR and ATC Units is listed in the following Table, taking into account that figures for sectors correspond to the maximum sectoring and may change due to different sector configurations during the year.

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

ATC Unit Number of sectors Associated FIR(s)

Remarks

En-route

MADRID 26 Madrid

OAT Control (ECAO Madrid(*)). Military APPs Zaragoza, Salamanca, León,

Valladolid-Villanubla Torrejón East Sector (not open to civil Air Traffic)

SEVILLA 8 Madrid ATC delegated by Madrid to Sevilla ACC OAT Control (ECAO Sevilla (*)). Military

APPs Talavera, Albacete

BARCELONA 18 Barcelona OAT Control (ECAO Barcelona (*)).Military

APP San Javier

PALMA 7 Barcelona ACC controlling Palma TMA, within

Barcelona FIR

CANARIAS 9 Canarias OAT Control (ECAO Las Palmas(*)) 1 The number of sectors open at maximum configurations reported in ACE 2011 SID (cell E17 in ACC Sheets)

(*)Military Control Units and GAT/OAT Coordination Units

1.2.3 Airports

1.2.3.1 General information

Aena (Spanish Airports & Air Navigation), through the recently established entity under its matrix Aena Aeropuertos S.A., is in charge of operating 46 airports and 2 heliports in Spain. Aena has not only the responsibility of airports management but also of infrastructure planning and development.

The new entity Aena Aeropuertos S.A. has been set up within Aena Group, since 8th June 2011 in order to assume the functions and obligations related to the management and services of the Spanish airports network, as approved by the Spanish Government in the Royal Decree-Law (RDL 13/2010 of December 3rd).

There is a Royal Decree (1167/1995 from 7th of July – modified on the 31st May 1999 and 15th February 2001) about “Regime of use of aerodromes exploited jointly by an air base and an airport and air bases open to civil traffic”. There are 5 air bases opened to civil traffic and 8 aerodromes exploited jointly as an air base and a civil airport.

There are others airports operators open or close to being open to the public: Lleida-Alguaire, Murcia- Corvera, Castellon and La Seu d’Urgell-Andorra.

The following figure shows the Spanish civil and military aerodromes:


A. M. SANTIAGO

B. A. SON SAN JUAN

B. A. C. VIENTOS

B. A. ZARAGOZA

B. A. MALAGA

B. A. GANDO

A. M. LANZAROTE

A. M. TENERIFE NORTE(LOS RODEOS)

B. A. ALBACETE

B. A. SAN JAVIER

B. A. TALAVERA LA REAL

B. A. MATACAN

B. A. VILLANUBLA

B.A. TORREJON

B. A. GETAFE

A. M. AGONCILLO

B. A. ARMILLA

B. A. MORON

A. M. ALMAGRO

A. M. EL COPERO

B. A. N. ROTA

A. M. POLLENSA

B. A. ALCANTARILLA

A. M. C. VIEJO

A. M. BETERA

ALICANTE

ALMERIA

ASTURIAS

BARCELONA

BILBAO

CORDOBA

GERONA

GRANADA

IBIZA

JEREZ

CORUÑA

BARAJAS

MELILLA

MENORCA

PAMPLONA

REUS

SABADELL

SAN SEBASTIANSANTANDER

SEVILLA

VALENCIA

VIGO

VITORIA

LA PALMA

TENERIFE SURLA GOMERA

EL HIERRO

FUERTEVENTURA

ALGECIRAS

CEUTA

BURGOS

LLEIDA

HUESCALA RIOJA

INSTALACIÓN MILITAR

B.A. ABIERTA AL TFCO. CIVIL

AD. DE UTILIZACIÓN CONJUNTA

AEROPUERTO/HELIPUERTO CIVIL

TERUEL

Airports in Spain

Beyond the national scope, Aena has continued its international presence in the last years with the management of 15 airports in: United Kingdom (1), Mexico (12), and Colombia (2). For most of the airports abroad, Aena is present through its affiliate Aena Internacional.

1.2.3.2 Airport(s) covered by the LSSIP

The airports covered in this LSSIP are Barcelona, Madrid-Barajas and Palma de Mallorca airport. The ESSIP objectives applicable can be seen in Annex B to ESSIP Plan edition 2013.

1.2.4 Military Authorities

Military aviation in Spain is the responsibility of the CAS, depending of the Ministry of Defence.

DCAS is the military NSA.

The organisation chart representing the Spanish Air Force involved in the provision of air navigation services to the civil aviation can be found in Annex B.


1.2.4.1 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: Royal Decree: Reglamento de la Circulación Aérea Operativa – RCAO (Operative Rules of the Air). EUROAT specification has been included in Spanish OAT regulation; deviations have been communicated to EUROCONTROL.

Level of such legal provision: Royal Decree: Reglamento de la Circulación Aérea – RCA (Rules of the Air)

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

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 Coordination Y OAT/GAT Coordination 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

Additional Information: Ministerial Decree, 15th March 1995, about the coordination rules between the General Air Traffic (GAT) and the Operational Air Traffic (OAT).

Additional Information: Ministerial Decree, 15th March 1995, about the coordination rules between the General Air Traffic (GAT) and the Operational Air Traffic (OAT).

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

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

National AIP Y National AIP Y

National Military AIP N National Military AIP N

EUROCONTROL eAIP Y EUROCONTROL eAIP Y

Other: Other:

OAT GAT

National oversight body for OAT: DCAS National Supervisory Authority (as per SES reg. 550/2004) for GAT services provided by the military: DCAS

Additional information: Additional information:


1.2.4.2 Service Provision role

1.2.4.3 User role

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

1.2.4.4 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 N N – AEMET MET N

SAR Y SAR Y

TSA/TRA monitoring Y FIS N

Other: Other:

Additional Information: Additional Information: In the air bases open to civil traffic and surroundings.

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:

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

Free Routing Y Within specific corridors only Y

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:

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: Operational agreements between ACCs and ECAOs.

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

FUA Level 1 implemented: Y




1.2.5 Accident/incident Investigation Body

1.2.5.1 Technical investigations

Technical investigations following accidents and/or serious incidents are carried out by the Civil Accident and Incident Investigation Commission (CIAIAC) in Spain. This body performs its functions independently from the Civil Aviation Authority (AESA) and the regulator (DGAC) in compliance with Regulation (UE) Nº 996/2010 and Spanish Air Safety Act 21/2003. CIAIAC reports to the Ministry of Public Works and Transport Undersecretariat and to the Parliament.

CIAIAC publishes the results of the safety investigations and statistics (including annual reports) through the following web site:

http://www.fomento.es/MFOM/LANG_CASTELLANO/DIRECCIONES_GENERALES/ORGANOS_COLEGIADOS/CIAIAC/.

CEANITA is a collegiate body, currently attached to DESATI (Directorate for Safety Risk Analysis and Quality Management of AESA) with advisory functions and cooperation with civil and military aviation authorities aimed at increasing the safety of air navigation and prevent air traffic incidents (Ministerial Order PRE/697/2012 Order of 2 April). CEANITA is an inter-ministerial body (Ministry of Transport and Ministry of Defence) whose functions are to analyse air traffic incidents notified through the Occurrence Reporting System (SNS) and to directly advise aviation authorities. CEANITA/SNS perform their functions without interfering with CIAIAC activities.

The different responsibilities are defined in the table below:

Type of occurrence Body

Accidents CIAIAC

Serious incidents (all kinds, serious ATS incidents included) CIAIAC

Accidents involving civil and military aircraft CIAIAC/CITAAM

ATS incidents involving both civil and military aircrafts/ATS units (not Accidents nor Serious incidents)

CEANITA

Other ATM related occurrences SNS (Occurrences Reporting

System)

1.2.5.2 Collection, Evaluation & Processing of Safety Data

AESA performs the collection, evaluation, process and storing of all information related to occurrences, . AESA submits this information to the European Central Repository according to Directive 2003/42/EC and regulation CE 1321/07. With regards to the accidents and serious incidents investigated by CIAIAC, they are stored in the SNS (ORS) National Data Base as required by the Commission Directive 2003/42/EC and eventually in the European Central Repository. In order to carry out this function AESA uses ECCAIRS compatible databases.

Additionally to ECCAIRS, the ATS incidents are also registered in a database sponsored by EUROCONTROL named Tokai.

1.2.5.3 Civil-Military Accidents/Incidents

The CITAAM (Military Aviation Accidents Technical Investigation Commission) reports directly to the Minister of Defence and is responsible of any accident involving military service provision or military users. CITAAM and CIAIAC have subscribed a collaborative agreement for civil and military accidents or serious incidents investigations.

CITAAM or designated body by Minister of Defence or CAS, in collaboration with CIAIAC can investigate accidents/serious incidents of civil aircraft which involve Military ANSP in Bases open to civil traffic and joint civil-military aerodromes.

CEANITA is not only responsible for the study of civil air traffic incidents but also for those air traffic incidents in which a military aircraft or ATS unit is involved, with, prior authorization of the Spanish Air Force.


En-route Traffic and Capacity Chapter 2 -

2.1 Evolution of traffic in continental Spain

2013

Traffic in the Spanish ACCs (excluding Canarias) decreased by 0.7% during Summer 2013 (May to October inclusive), when compared to the same period during 2012.

2014-2018/19

The STATFOR medium-term forecast (MTF) predicts an average annual increase between 0.4% and 2.7% during the planning cycle, with an average baseline growth of 1.7%.

Spain - Annual IFR Movements

0

200000

400000

600000

800000

1000000

1200000

1400000

1600000

1800000

2000000

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

IFR

flig

hts

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

Spain - Distribution (Ref. year 2012)

International Dep/Arr

56%

Domestic flights 18%

Overflights 26%

A = A c t u a lF = F o r e c a s t

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

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

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

Spain


2.2 Evolution of traffic in the Canary Islands

2013

Traffic in the Canarias ACC decreased by 3.7% during Summer 2013 (May to October inclusive), when compared to the same period during 2012.

2014-2018/19

The STATFOR medium-term forecast (MTF) predicts an average annual increase between 0.2% and 3.2% during the planning cycle, with an average baseline growth of 1.6%.

Canary Islands - Annual IFR Movements

0

50000

100000

150000

200000

250000

300000

350000

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

IFR

flig

hts

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

Canary Islands - Distribution (Ref. year 2012)

International Dep/Arr

61%

Domestic flights 25%

Overflights 14%

A = A c t u a lF = F o r e c a s t

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

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

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

Canary Islands


2.3 Barcelona ACC

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

2.3.2 Summer 2013 performance

Traffic Evolution 2013 Capacity Baseline

En-route Delay (min/flight) Capacity

gap Optimum All reasons

Without weather

+0.4 % 138 (+1%) 0.2 - 0.3 0.7 0.6 Yes

Average en-route delay per flight slightly decreased from 0.8 minutes per flight in Summer 2012 to 0.7 minutes per flight in Summer 2013.

80% of the delays were for the reason ATC Capacity and 14% for Weather.

Capacity Plan +4% Achieved Comments

Partial implementation of SACTA CF2 version (March 2013) Yes

Optimised sector configurations Yes

Additional staff from TWR liberalization process Yes

New set of night direct routes Yes

Improvement in the interface with LFBB Yes

Maximum configuration: 11 sectors Yes

Summer 2013 performance assessment

The ACC capacity baseline was measured at 138 with ACCESS/Reverse CASA. During the measured period, the peak 1 hour demand was 136 and the peak 3 hour demand was 129.

LECBCTA - Traffic and en-route ATFM delays

0

500

1000

1500

2000

2500

3000

3500

IFR

flig

hts

(D

aily

Ave

rag

e)

0.0

0.5

1.0

1.5

2.0

2.5

En

rou

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tes

pe

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gh

t)

Peak Day Traff ic 3062 3071 3204 3138 3187

Summer Traffic 2410 2475 2599 2523 2533

Yearly Traffic 2033 2054 2138 2013 2007

Summer Traffic Forecast 2543 2584 2635 2698 2788 2875

High Traff ic Forecast - Summer 2566 2637 2726 2831 2968 3094

Low Traff ic Forecast - Summer 2499 2512 2528 2561 2597 2642

Summer enroute delay (all causes) 0.2 2.7 1.9 0.8 0.7

Yearly enroute delay (all causes) 0.1 1.8 1.3 0.6 0.5

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019


2.3.3 Planning Period 2014-2018/9

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

The 2014-2018/19 summer capacity profile and delay breakdown has been derived according to the following parameters: 2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January

2011; 2015-2018/19: Reference value based on the breakdown of a yearly European delay target of 0.5

min/flight.

Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned

Minor ATC system

upgrades

Full implementation of SACTA CF2 version (Winter

2014/2015)

SACTA version 3.Z5.60 (AGDL)

SACTA version 4.1

(iTEC)

Improved ATFCM, including STAM

Optimised sector configurations

Additional staff from TWR

liberalization process

SWFAB/FABEC Marseille interface, including LUMAS

SWFAB/FABEC Bordeaux interface

Safety nets

Phased implementation of PRNAV structure for LEBL TMA

Significant Events

A-CDM at

LEBL airport

Max sectors 11 11 11 10/11 10/11 10

Capacity increase p.a.

(ACC) 1% 1% 1% 0% 0% -2%

Reference profile (ACC)

4% 0% 1% 2% 4% 3%

Additional information

If the cost efficiency targets are finally fixed with the present values, recruitment of additional controllers could be frozen. In this scenario availability of ATCOs would be reduced from 2015 as a result of retirements and lack of recruitment. Due to the foreseen ATCO shortage, number of sectors available in Barcelona ACC could be reduced from 2017 and for the rest of the planning period. In addition, in this scenario, the limited resources could impact the planned measures for the period, and their potential benefits.

2014 2015 2016 2017 2018 20190.13 0.23 0.23 0.23 0.22 0.210.20 0.32 0.32 0.32 0.31 0.30

Annual

En-route ATFM delay breakdown - Reference ValuesLECBCTA

Summer

H 145 5% 145 0% 151 4% 158 5% 164 4% 171 4%Ref. 144 4% 144 0% 145 1% 148 2% 154 4% 159 3%

L 142 3% 142 0% 142 0% 143 1% 144 1% 145 1%C/R 143 4% 143 0% 145 1% 148 2% 153 3% 160 5%

ACC2013

baseline 2017 2018

LECB 138

2014 2015 2016 2019

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


2014-2018/19 Planning Period Outlook

The cost-efficiency scenario which would finally be established at European Level could impact the implementation of planned measures and additional resources associated to the capacity availability from 2015 on.

LECBCTA - Reference capacity profile and alternative scenarios

100

110

120

130

140

150

160

170

180

Cap

acit

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rofi

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mo

vem

ents

per

ho

ur)

2014-2019 Reference Capacity Profile 144 144 145 148 154 159

Capacity Profile - Current Routes 143 143 145 148 153 160

Capacity Profile - High 145 145 151 158 164 171

Capacity Profile - Low 142 142 142 143 144 145

Capacity Baseline 137 138

2014 - 2019 Plan 139 140 141 141 141 138

2012 2013 2014 2015 2016 2017 2018 2019


2.4 Canarias ACC





gap Optimum All reasons Without weather

-3.9 % 65 (+0%) 0.4 0.1 0.1 No

Average enroute delay per flight decreased from 0.2 minutes per flight in Summer 2012 to 0.1 in Summer 2013.

87% of the delays were for ATC Capacity, and 9 % for Weather.




Minor ATC system upgrades Yes

Integration of airports in ATFM operations No

Maximum configuration: 9 (5 APP/3+1ENR) Yes Maximum configuration Summer: 8 sectors

Maximum configuration Winter: 9 sectors


The ACC capacity baseline was measured with ACCESS at 65. During the measured period, the peak 1 hour demand was 57 and the peak 3 hour demand was 51.

GCCCCTA - Traffic and en-route ATFM delays

0

200

400

600

800

1000

1200

1400

IFR

flig

hts

(D

aily

Ave

rag

e)

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

En

rou

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ela

y (m

inu

tes

pe

r fli

gh

t)

Peak Day Traffic 1124 1082 1145 1141 1066

Summer Traff ic 693 739 792 715 688

Yearly Traffic 730 753 814 749 724

Summer Traff ic Forecast 696 702 713 725 738 749


Low Traffic Forecast - Summer 676 668 673 672 673 675



2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019






min/flight.

Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned


Improved ATFCM Additional staff

from TWR liberalization

process

Minor ATC system upgrades SACTA version

3.Z5.60 (AGDL)

SACTA version 4.1

(iTEC)

Safety nets

PRNAV structure for

Canarias TMA Phase 1

(procedures in GCRR and

GCFV)

PRNAV structure for

Canarias TMA Phase 2 (includes

Casablanca / Canarias interface)

Significant Events

Max sectors 9 (5

APP/3+1ENR) 9 (5

APP/3+1ENR) 9 (5

APP/3+1ENR) 8/9 (4/5

APP/3+1ENR) 8 (4

APP/3+1ENR) 8 (4

APP/3+1ENR) Capacity

increase p.a. 0% 0% 0% 0% -2% -2%

Reference profile

0% 0% 0% 0% 2% 2%


If the cost efficiency targets are finally fixed with the present values, recruitment of additional controllers could be frozen. In this scenario availability of ATCOs would be reduced from 2015 as a result of retirements and lack of recruitment. Due to the foreseen ATCO shortage, number of sectors available in Canarias ACC could be reduced from 2017 and for the rest of the planning period. In addition, in this scenario, the limited resources could impact the planned measures for the period, and their potential benefits.

2014 2015 2016 2017 2018 20190.28 0.28 0.27 0.27 0.27 0.270.26 0.22 0.21 0.21 0.21 0.21

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesGCCCCTA

H 66 2% 66 0% 66 0% 67 2% 69 3% 71 3%Ref. 65 0% 65 0% 65 0% 65 0% 66 2% 67 2%

L 65 0% 65 0% 65 0% 65 0% 65 0% 65 0%C/R 65 0% 65 0% 66 2% 66 0% 66 0% 67 2%


2015 2016 2017 2018ACC

2013 baseline 2014

GCCC 65

2019




GCCCCTA - Reference capacity profile and alternative scenarios

30

35

40

45

50

55

60

65

70

75

Cap

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mo

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2014 - 2019 Plan 65 65 65 65 64 63

2012 2013 2014 2015 2016 2017 2018 2019


2.5 Madrid ACC





gap Optimum All reasons

Without weather

-3.7 % 182 (-3%) 0.2 - 0.3 0.2 0.2 No

Average enroute delay per flight remained at 0.2 minutes per flight in Summer 2013.

67% of delays were for the reason ATC Capacity, and 32% for Other.



Partial implementation of SACTA CF2 version (April 2013) Yes


New set of night direct routes Yes

Maximum configuration: 17 sectors No Maximum configuration: 16 sectors


The ACC capacity baseline was measured with ACCESS/Reverse CASA at 182. During the measured period, the peak 1 hour demand was 180 and the peak 3 hour demand was 169.

LECMACC - Traffic and en-route ATFM delays

0

500

1000

1500

2000

2500

3000

3500

IFR

flig

hts

(D

aily

Ave

rag

e)

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

En

rou

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y (m

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tes

pe

r fli

gh

t)

Peak Day Traffic 2947 3195 3139 2877 2794

Summer Traff ic 2724 2829 2887 2677 2578

Yearly Traffic 2611 2651 2728 2500 2395






2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019






min/flight.

Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned


Improved ATFCM

Minor ATC system

upgrades


2014/2015)


SACTA version 4.1

(iTEC)



Safety nets Free route in SAN and ASI

sectors (FRASAI)

New Madrid

TMA

Significant events

A-CDM at Madrid airport

(May 2014)

Max sectors 17 17 17 16/17 16 16

Capacity increase p.a.

(ACC) 0% 0% 0% 0% -2% -2%

Reference profile (ACC)

2% 0% 1% 1% 2% 2%


If the cost efficiency targets are finally fixed with the present values, recruitment of additional controllers could be frozen. In this scenario availability of ATCOs would be reduced from 2015 as a result of retirements and lack of recruitment. Due to the foreseen ATCO shortage, number of sectors available in Madrid ACC could be reduced from 2017 and for the rest of the planning period. In addition, in this scenario, the limited resources could impact the planned measures for the period, and their potential benefits.

2014 2015 2016 2017 2018 20190.22 0.14 0.16 0.15 0.14 0.140.19 0.18 0.20 0.20 0.18 0.18

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesLECMCTA

H 185 2% 187 1% 190 2% 196 3% 202 3% 207 2%Ref. 185 2% 185 0% 186 1% 188 1% 192 2% 195 2%

L 185 2% 185 0% 185 0% 185 0% 185 0% 186 1%C/R 186 2% 186 0% 187 1% 188 1% 192 2% 196 2%

ACC2013

baseline 2017 2018

LECM 182

2014 2015 2016 2019





LECMACC - Reference capacity profile and alternative scenarios

120

130

140

150

160

170

180

190

200

210

220

Cap

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mo

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2014 - 2019 Plan 182 182 182 182 178 174

2012 2013 2014 2015 2016 2017 2018 2019


2.6 Palma ACC






-0.2% 92 (0%) 0.2 0.2 0.2 No

Average enroute delay per flight decreased from 0.3 minutes in Summer 2012 to 0.2 minutes per flight in Summer 2013.

82% of the delays were for the reason ATC Capacity, and 5% for Weather.





Maximum configuration: 7 sectors (3 APP + 4 ENR) Yes


The ACC capacity baseline was measured with ACCESS/REVERSE CASA at 92. During the measured period, the peak 1 hour demand was 87, the peak 3 hour demand was 77.

LECPCTA - Traffic and en-route ATFM delays

0

200

400

600

800

1000

1200

1400

1600

1800

IFR

flig

hts

(D

aily

Ave

rag

e)

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

En

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pe

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gh

t)

Peak Day Traffic 1478 1513 1572 1527 1573

Summer Traff ic 936 964 1035 1011 1009

Yearly Traffic 678 685 717 682 674






2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019






min/flight.

Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned


Improved ATFCM

Minor ATC system

upgrades


2014/2015)


SACTA version 4.1

(iTEC)



Safety nets

Significant Events

A-CDM at

LEPA

Max sectors 7/8

(3/4 APP + 4 ENR)

7/8 (3/4 APP + 4

ENR)

7/8 (3/4 APP + 4

ENR)

7/8 (3/4 APP + 4

ENR)

7 (3 APP + 4

ENR)

7 (3 APP + 4

ENR) Capacity

increase p.a. 0% 0% 0% 0% -2% -2%

Reference profile

2% 0% 0% 1% 1% 1%


If the cost efficiency targets are finally fixed with the present values, recruitment of additional controllers could be frozen. In this scenario availability of ATCOs would be reduced from 2015 as a result of retirements and lack of recruitment. Due to the foreseen ATCO shortage, number of sectors available in Palma ACC could be reduced from 2017 and for the rest of the planning period. In addition, in this scenario, the limited resources could impact the planned measures for the period, and their potential benefits.

2014 2015 2016 2017 2018 20190.14 0.18 0.19 0.19 0.18 0.170.19 0.22 0.23 0.23 0.22 0.21

Annual

En-route ATFM delay breakdown - Reference ValuesLECPCTA

Summer

H 94 2% 94 0% 95 1% 97 2% 98 1% 100 2%Ref. 94 2% 94 0% 94 0% 95 1% 96 1% 97 1%

L 93 1% 93 0% 93 0% 93 0% 94 1% 94 0%C/R 94 2% 94 0% 94 0% 95 1% 97 2% 98 1%

2015 2016 2017 2018ACC

2013 baseline 2014

LECP 92

2019





LECPCTA - Reference capacity profile and alternative scenarios

50

60

70

80

90

100

110

Cap

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2014 - 2019 Plan 92 92 92 92 90 88

2012 2013 2014 2015 2016 2017 2018 2019


2.7 Sevilla ACC






+0.2% 89 (+0%) 0.4 - 0.5 0.1 0.1 No

Average enroute delay remained at 0.1 minutes per flight in Summer 2013.

90% of the delays were for the reason ATC Capacity, and 9% for Weather.




Maximum configuration: 7 (5 ACC + 2 APP) Yes


The ACC capacity baseline was measured with ACCESS at 89. During the measured period, the peak 1 hour demand was 75 and the peak 3 hour demand was 68.

LECSCTA - Traffic and en-route ATFM delays

0

200

400

600

800

1000

1200

1400

IFR

flig

hts

(D

aily

Ave

rag

e)

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

En

rou

te D

ela

y (m

inu

tes

pe

r fli

gh

t)

Peak Day Traffic 1286 1291 1301 1195 1190

Summer Traff ic 1031 1056 1087 984 986

Yearly Traffic 956 978 1002 894 879






2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019





2011 2015-2018/19: Reference value based on the breakdown of a yearly European delay target of 0.5

min/flight

Capacity Plan

Year 2014 2015 2016 2017 2018 2019

Measures planned


Improved ATFCM Potential

additional staff from TWR


Minor ATC system

upgrades


2014/2015)


SACTA version 4.1

(iTEC)

Safety nets

Interface Sevilla /

Casablanca (linked to

Canarias TMA Phase 2 project)

Significant Events

TLP – European military activity (every 2 months)

Max sectors 7 (5 ACC+2

APP) 7 (5 ACC+2

APP) 7 (5 ACC+2

APP)6/7 (4/5 ACC+2

APP)6 (4 ACC+2

APP) 6 (4 ACC+2

APP)Capacity

increase p.a. 0% 0% 0% 0% -2% -2%

Reference profile

0% 0% 0% 1% 0% 0%


If the cost efficiency targets are finally fixed with the present values, recruitment of additional controllers could be frozen. In this scenario availability of ATCOs would be reduced from 2015 as a result of retirements and lack of recruitment. Due to the foreseen ATCO shortage, number of sectors available in Sevilla ACC could be reduced from 2017 and for the rest of the planning period. In addition, in this scenario, the limited resources could impact the planned measures for the period, and their potential benefits.

2014 2015 2016 2017 2018 20190.29 0.11 0.12 0.12 0.13 0.130.32 0.15 0.16 0.16 0.17 0.17

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesLECSCTA

H 89 0% 89 0% 90 1% 90 0% 91 1% 92 1%Ref. 89 0% 89 0% 89 0% 90 1% 90 0% 90 0%

L 89 0% 89 0% 89 0% 89 0% 89 0% 89 0%C/R 89 0% 89 0% 89 0% 89 0% 90 1% 90 0%

2019


2017 2018

LECS 89

2014 2015 2016ACC

2013 baseline




LECSCTA - Reference capacity profile and alternative scenarios

50

55

60

65

70

75

80

85

90

95

Cap

acit

y p

rofi

le (

mo

vem

ents

per

ho

ur)






2014 - 2019 Plan 89 89 89 89 87 85

2012 2013 2014 2015 2016 2017 2018 2019


ESSIP Report recommendations Chapter 3 -

Recommendations issued from the ESSIP Report for 2012 applicable to Spain are presented below along with the corrective actions taken, where applicable.

Number Recommendation Applicable to

Overall 2012 Implementation Progress

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

All States

Spanish Air Navigation Service Provider (Aena) checks the expected completion dates of ESSIP objectives reported in LSSIP with the information contained in the Aena Air Navigation Strategic Plan (2014-2018 ) and the specific actions planned in the annual plan (2014). In order to ease the internal coordination work, an Internal Projects Management Office has been set up in 2014 which provide input for both processes (ANSP Strategic and Annual plans and LSSIP).

REC-2012-05 To ensure correct application of LSSIP guidance material and to implement the results of mandatory LSSIP in-cycle check.

All States

LSSIP guidance material is distributed to Spanish LSSIP contact persons in each stakeholder (Aena Air Navigation, Aena Airports, AESA, DGAC and Air Force). In addition EUROCONTROL Contact Person is fully available to solve any question that may arise about guidelines application during LSSIP production cycle.

REC-2012-06 To ensure completeness of information reported in LSSIP 2013. CH, DE, DK, ES, MT,

NL, NO, SI

The information reported in the Spanish LSSIP is checked through several revision phases during the LSSIP production timeframe. This information is incrementally improved and its completeness assured as far as the stakeholders internal planning level of detail may provide.

REC-2012-08/09

Airport authorities and ANSPs to ensure appropriate efforts to implement all related actions in ESSIP objective AOP05, particularly stakeholder lines of action ASP04 and ASP05, and APO05 and APO06 in coordination with the Network Manager.

EKCH, LFLL, LGKR, LGTS, LHBP, EIDW, LPPT, LEBL, LEPA, ESSB, LTAI, EGGW.

Aena Airports and Aena Air Navigation have reinforced their coordination in order to plan jointly the implementation of A-CDM in the main Spanish Airports (i.e.: Madrid, Barcelona and Palma). As a result of these efforts the implementation of A-CDM is planned by end 2015 in Barcelona and Palma. In case of Madrid airport is currently in the process of testing and implementation. The project in Madrid extends until end 2014 to cover the implementation of procedures in adverse conditions

REC-2012-12 States should ensure that Regulation (EC) No 29/2009 will be implemented on time as appropriate (ESSIP Objective ITY-AGDL).

AT, ES, FR, IT


3.1 The ATS service provider affected by Regulation (EC) Nº 29/2009, Aena, has been making a significant effort in terms of both network upgrade communications ground/ground and ground/air, as in the development and validation of new SACTA features in order to carry out the actions and investments needed to meet the requirements in the Regulation and ensure their implementation in the shortest possible time.

3.2 To this end, it is important to highlight that the implementation of Regulation (EC) Nº 29/2009 is highly complex due to its great impact, not only in the field of communications systems and automation, but also in the area of operations and human factors, requiring their implementing a sequential deployment of functionalities in consecutive phases that enables the gradual availability (Pre-Data Link, Data Link FANS and Full Data Link) of the services concerned and that allow to accommodate the current mode to the new concepts of interaction and dependence with ATM systems requiring data link functionality.

3.3 Therefore, the action plan for compliance with the requirements of Regulation (EC) Nº 29/2009 has been raised in stages, many of them already done which will allow converging efficiently and safely to the ultimate goal of full implantation.

3.4 It is very important to reflect the substantial progress made by Aena in the gradual implementation of the necessary actions to converge in full compliance with Regulation (EC) Nº 29/2009, having already successfully completed the deployment of a large part of the required functionalities and systems, with the following prominent landmarks:

From the Agreement signed in December 2002 with SITA, Aena proactively took the initiative to provide data link service in order to have the needed Ground/Air infrastructure for the mentioned service provision through VDL Mode 2 and ACARS technologies. This agreement allowed the deployment of a series of digital VHF data communications ground stations (stations VGS - 'VHF Ground Station') in 25 Spanish airports.

3.5 Therefore, in this way, Aena already has a network of VGS stations satisfying the Ground/Air communications requirements specified in the Regulations.

Aena promoted and successfully ended the deployment of a test environment to simulate and test the Ground/Ground infrastructure necessary for the provision of ATC services via Data Link Infrastructure. The success of this action demonstrated the exchange of messages via data link using Ground/Ground communications infrastructure and Ground/Air infrastructure (VDL Mode 2 stations referred to above).

As part of the actions already taken by Aena under the framework of the data link service, oceanic FANS-1/A services are already being provided (CPDLC and ADS-C functionality) through SACCAN system in the UIR Canaries and D-ATIS/D-VOLMET information service in different airports.

As part of the ongoing actions and already completed, Aena has finished the installation of the necessary Ground/Ground communications infrastructure (Datalink Front-End Processor and ATN Router) at the dependencies of the Centralized Systems of Madrid-Torrejón. This Ground/Ground infrastructure is the one that complements the Ground/Air infrastructure (VGS stations) already deployed, having concluded another essential phase to fulfill the objectives of the Regulation.

As it has been mentioned above, Aena, as part of the communication data link implementation phases, conceives as essential the CF2 functionality (Pre-Data Link) implantation in the SACTA, functionality already deployed in the Canary Islands Region. CF2 allows to gradually arrange the incorporation of a new mode of operation.

3.6 The document "Plan de Cumplimiento del Reglamento (CE) 29/2009 (requisitos relativos a los servicios de enlace de datos)" elaborated by Aena details the steps taken in order to ensure that these services are available to aircraft operators, indicating the date for the beginning of the provision thereof.

3.7 The document includes both the necessary actions of a technical nature such as relevant scheduling actions including training, publication aspects, safety issues and operational topics, required for validation and the end service availability.

3.8 It should be further noted to bring the context in which it has been produced the delay in the implementation, the strong contraction of air traffic registered in our country in all FIR's and particularly important in Madrid UIR so that the urgency of service availability is questionable in such circumstances from a capacity point of view and taking into account the important process of adaptation undertaken by the air navigation service provider, Aena, to reduce costs in the provision of services before and during the first reference period (RP 1), efforts recognized by the European Commission and by the airspace users.

3.9 Finally note that, analogously as it has done in recent years, the Spanish Aviation Safety and Security Agency (AESA) will ensure that all the provisions contained therein are met without additional delays.

Military SLoAs are related to military State aircraft. Status is "Completed" (according to Eurocontrol criteria of considering “Completed” when not all of the points of one ESSIP Objective is going to be implemented by military partners)


REC-2012-14 ANSP’s to speed up the implementation activities in order to avoid implementation delays and non-compliances with the obligations specified in Regulation (EC) No 29/2009 (ESSIP objective ITY-AGDL).

AT, ES, FR, IT

Aena has planned the implementation of Regulation (EC) Nº 29/2009 by the end 2016. This planning, that made explicit the delay in the fulfilment of the Regulation, has been openly reported since LSSIP 2012. Interim Deployment Steering Group forum has been provided with specific monitoring details as part of the Interim Deployment Programme (IDP) monitoring cycles.

In order to grant these planned implementation dates, some technical add-on activities to the Regulation (EC) Nº 29/2009 have obtained TEN-T financing in the multiannual 2012 TEN-T call (included in the joint ANSP TEN-T bid for the IDP execution).

The aim of the Implementing Rule is the deployment of ATN based datalink services, but that objective cannot be met in the whole Canarias air space due to technological limitations. A large part of that air space is oceanic and is hence out of the VDL mode 2 radio coverage. For that reason it is impossible to provide Data Link services there according to the AGDL Regulation. This is the reason why AENA proposed for financing the update of the ATC system (SACTA) in order to implement FANS 1/A. Moreover, as the Spanish ATC system, SACTA, is a single system deployed in all ATC Centers, this feature might be ready for operational use, if needed, in any Spanish airspace and would permit non ATN aircraft make use of the Data Link services provided. Those facts would permit the enhancement of the operational use of datalink services, both regarding the geographical coverage and the number of potential users.

REC-2012-15 To ensure actions for overcoming present delays in the implementation of remaining SLoAs for implementation of P-RNAV (ESSIP objective NAV03).

AL, AZ, BA, BE, BG, CY, DE, EE, ES, GE, GR,

HR, HU, IT, LV, ME, MT, NO, PT, RS, SI, UA, UK

Aena Air Navigation has envisaged the implementation of P-RNAV in Spanish TMAs. First sole P-RNAV TMA is planned to be Madrid in 2015. However the P-RNAV project is planned to extend until 2018 that means significantly delayed implementation with respect to NAV03 FOC date.

Interim Deployment Programme View

REC-2012-22 States are encouraged to speed up the AFP implementation and to schedule AFP testing with Network Manager (ESSIP objective FCM03)

All States

Aena Air Navigation has completed the implementation of some AFM messages covered by FCM03. In case of diversion (ASP07), change of flight rules or flight type (ASP08), change of requested cruising level (ASP09), change of aircraft type (ASP13), change of aircraft equipment (ASP14) and providing AFP messages in ADEXP format (ASP10) are still pending the coordination of trials with NM.

REC-2012-24 States are encouraged to take into consideration the deployment of ASM systems if it is not already planned (ESSIP Objective AOM19).

AZ, EE, ES, GE, GR, HU, SK, TR

LARA is under evaluation. It would be a AENA-ESPAF jointly decision.

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

Airports in applicability area reported other than “completed”

See REC-2012-08/09 above.

REC-2012-28 To revise deployment plans and as much as possible speed up the implementation of CPDLC requirements (ESSIP objective ITY-AGDL).

ANSPs of core area States

See REC-2012-14 above.

REC-2012-31 ANSPs to increase activities towards the migration to IP (ESSIP Objective COM09).

AZ, CY, ES, FI, FR, GR, HR, HU, IE, IT,

ME, MK, MT, NO, RS, SE, UA

Aena Air Navigation national networking facilities (REDAN) are currently supporting IP protocol in all Spanish ATC premises. International networking facilities will migrate to IP by using PENS.

Stakeholders View

REC-2012-40 ANSPs are encouraged to publish more APV routes (ESSIP objective NAV10).

All ECAC ANSPs

Aena Air Navigation has developed a detailed phased plan that extends until 2015 covering the following airports: Santander (already published in 2013), Almeria, Vigo, San Sebastian, A Coruña, Alicante and Asturias.


FAB View

REC-2012-41 To update the FABs plans and establish a more appropriate roadmap to improve the current lack of coordination and ensure a common response to deployment needs.

FAB States

The process for the formal constitution of the SW FAB carries on.

The ‘Agreement between the Portuguese Republic and the Kingdom of Spain on the establishment of the South West Functional Airspace Block (SW FAB)’ was signed by the Ministers of Transport of Spain and Portugal on 17th May 2013 and will enter into force thirty days after the reception of the latter of the notifications conveying the completion of the internal State procedures for its final approval. It is expected that it will officially enter into force by early January 2014.

Once the SW FAB State Agreement is formally approved, this agreement and the formal establishment of the SW FAB shall be notified to the Commission under Article 9 (a)(7) of Regulation (EC) No 550/2004.

Notwithstanding the legal procedure to approve the State Agreement, the technical and operational tasks at FAB level are in progress. The SW FAB Operational Board (OB) has elaborated an SW FAB OB Common Plan comprising 2014-2020 timeframe and built around three main lines of action or areas of work including projects covering improvements in the operational and technical fields while converging with the European planning framework.

The SW FAB OB Common Plan has been submitted to the European Commission on 21st November 2013 and it has been co-ordinately drawn up among SW FAB partners ensuring both a common and coordinated response so as to deploy operational and technical improvements.

REC-2012-42 The ANSPs should coordinate system deployment (including system upgrades) and capabilities implementation plans with FAB partner first, and then follow on with coordination to adjacent FABs and ANSPs.

FAB States

As mentioned in REC-2012-41, SW FAB OB Common Plan is built around three main action areas aiming at making optimal use of operational and technical resources, being infrastructure and TMA harmonization two projects included in them.

With regard to the operational field, the SW FAB OB Common Plan includes in particular three projects aiming to make Free route operations available in the SW FAB airspace as an extension of the Free route already implemented in the SW FAB West Operational Airspace Block, before the develop of FAB concept, in order to harmonise SW FAB Airspace. Besides, the SW FAB is working with DSNA, included in FABEC, in order to extend Free route operations to Brest FIR.

With regard to the technical field, the SW FAB OB Common Plan includes in particular a project to co-ordinately implement Datalink services and a project to implement an AMHS link between Spain and Portugal.

In addition to the above, the current plan includes an activity towards the enhancement and standardisation degree of interaction between Spain and Portugal adjacent centre FDP systems for en-route and approach control and new actions to improve the sharing of CNS services between the different AEFMP countries (that have already been formally approved in the context of the AEFMP).

Summarising the SW FAB OB Common Plan include not only projects to co-ordinately deploy and upgrade systems and capabilities but both projects to harmonise systems and capabilities not already in use in all SW FAB airspace and projects to extend them to collateral FABs (FABEC) and third neighbouring countries (AEFMP).

REC-2012-43 Ongoing work to harmonise reporting culture between States in the FAB should be continued to ensure alignment of reporting principles.

FAB States

As mentioned in REC-2012-41, SW FAB OB Common Plan also includes converging with the European planning framework. Within this activity, the OB has already planned the civil/military ANSPs coordinated contribution to the content of Spanish and Portuguese LSSIPs in order to maximize the agreed common reporting (from LSSIP 2013 onwards) of identified FAB dimension ESSIP objectives among ANSPs.

In addition the representation and the preparation of the SW FAB civil ANSPs positions for the participation in the Interim Deployment Steering Group to contribute to the elaboration and monitoring of the Interim Deployment Programme (IDP) is jointly coordinated between the SW FAB civil ANSPs, Aena and NAV Portugal.


National Projects Chapter 4 -

This chapter presents a selection of the most important implementation projects developed at national level. All these projects will have a direct impact on the implementation of a great number of ESSIP objectives in Spain.


Name Schedule Description – Scope Status Link with European Master Plan.

Expected Contribution to the Key Performance Areas2

Aena Air Navigation

PRNAV in TMAs

2010/2014 This project consists on the implementation of RNAV

Once the implementation of some PRNAV manoeuvres in Madrid and Barcelona TMAs have started, the PRNAV deployment planning will continue as follows:

Madrid TMA: 2015

Canarias TMA: 2014 - 2016,

Barcelona TMA phase 2: 2018.

NAV03 Allows flexible, efficient and direct routes (particularly in terminal areas) and this has a great impact on environment, but also on safety and capacity.

RNP Approach 2013/2014/ 2015

Implementation of RNP system performance requirements for the approach phase, according to ICAO requirements.

The implementation of RNP APCH (APV type) procedures in Santander has been completed in 2013. The implementation in Almería, Vigo, and San Sebastián of RNP approach has been planned for 2014. Further on, A Coruña, Alicante, and Asturias will be accomplished from 2015. Other airports could be added in the future.

NAV10 Allows flexible, efficient and direct routes (particularly in terminal areas) and this has a great impact on capacity, but also on safety and environment.

CDM 2014/ 2015 Implementation of A-CDM in the main Spanish airports (Madrid, Barcelona and Palma de Mallorca).

The implementation in Madrid- Barajas will accomplish in 2014, in Palma de Mallorca and Barcelona throughout 2015.

AOP05 Biggest impact on capacity, but also contributing to cost-efficiency.

AMAN 2013/2014/ 2015

Implementation of AMAN contributes to improve the flexibility of the operational procedures and the efficiency of the A-CDM.

The implementation in Madrid ACC was completed in 2013. The implementation in Barcelona ACC and Palma de Mallorca will respectively accomplish in 2014 and in 2015.

ATC07.1 Impacts on capacity and cost-efficiency due to an improvement in the provision of service.

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


Data Link 2016 Deployment of systems: CM and CPDLC according to IR 29/2009 and 30/2009, FANS protocol, pseudo- tracks, integration in SACTA of CPDLC FANS 1/a functionality and ADS-C service.

The deployment of equipment and systems in Peninsula will be implemented by march 2014.The full implementation, including training will be finished by the end of 2016.

ITY-AGDL Has a biggest impact on capacity, but also contributing to safety.

EFS

(Electronic Flight Strip)

2012/ 2014/ 2015-2018

The aim of this project is the replacement of the flight progress strip by integration of the appropriate visual displays in the ATC system. In this way the striking of printers will be possible. There is envisaged an improvement in the service quality.

The version SACTA 3.z5.40 that supports the EFS was implemented in Málaga TWR in 2012 and currently is operative. EFS will be implemented in Palma de Mallorca TWR during 2014. It is planned the implementation of EFS in Madrid and Barcelona TWRs from 2015 to 2018.

- Impacts on capacity and safety.

CF2

(Functional Configuration 2)

2014 / 2015 Better information for the ATCO by means of extended label, operational levels and seamless coordination transfers. It is important for the implementation of CPDLC and SACTA 4.1.

CF2 was enabled in Canarias ACC, Tenerife Norte and Tenerife Sur. “Flight levels management” will entry in service in North and South Regions at the end 2014.

Contributes to: ITY-AGDL ITY-COTR ATC17

Improves the capacity due to reduce the ATCO workload, also impacts on safety because of providing quality information.

iTEC 2014-2017/ 2018

Evolution of the flight plan data processing system with SACTA.

SACTA iTEC 4.1 is in development phase and its deployment will take place from 2014 to 2017. SACTA iTEC 4.2 is in scoping phase and its deployment will start in 2018.

Contributes to: FCM03 ITY-FMTP

Biggest impact on capacity due to a smaller number of tactical interventions. Also contributes to safety and environment because of the risk management functionality.

COMETA VoIP 2013/2014/ 2020

Introduction of voice over IP The implementation of COMETA in two phases in ACC Canarias began in 2013 The deployment of COMETA in the other ACCs will take place from 2015 on.

COM11 The replacement of obsolete equipment impacts on cost-efficiency and in capacity.

8,33 bellow FL195

2013/ 2018 Band reduction of voice communications from current 25kHz to 8,33kHz below FL195.

The adaptation of radio stations to 833 started in 2013 and will continue until 2017. All radio stations will work with 833 in 2018.

ITY-AGVCS2 Biggest impact on capacity considering that there are more frequencies and that leads to avoid congestions and delays.

MODO-S,

ADS- B

2014/2015

Evolution of surveillance systems according to European requirements.

The adaptation of Begas (January 2014), Monflorite (February 2014) and Valladolid (May 2014) to Modo-S. The adaptation of radar to Modo-S will continue from 2015 on. An ADS-B station will be validated and certified in 2015.

ITI-SPY Biggest impact on safety because improves the operation safety, but also contributes to cost-efficiency and capacity.


REDAN 2014-2015 Air Navigation Data Network The deployment of REDAN phase V will begin in the second half of 2014 and will be available in January 2015.

COM09 COM10

Biggest impact on cost-efficiency, but also contributes to capacity.

Safety Nets 2014-2015 Developing the ground safety nets (STCA, APW, MSAW, APM).

Planned implementation of STCA in TMA and APW, MSAW and APM from 2014 to 2015.

ATC02.2 ATC02.5 ATC02.6 ATC02.7

Biggest impact on safety.

Airspace optimization

2013/ 2014 Airspace redesign, including SW FAB activities.

During 2013 airspace redesign and optimization has been accomplished. In the frame of SW FAB the implementation of FRASAI,SW_FAB/FABEC Marsella, OPTIMA, Casablanca dualisation, new SID/STARs Lanzarote-Fuerteventura and new ATS routes in Canarias TMA will accomplish in 2014.

AOM19 AOM20 AOM21

Biggest impact on capacity, but also contributes to safety and environment.

ADQ 2013/ 2017 Reliable aeronautical data are necessary to guarantee safe operation.

The implementation of (EC) 73/2010 has started in 2013. All the requirements have to be accomplished in 2017.

ITY-ADQ The quality guarantee in the information improves the safety of the operation.

Aena Airports

AFIS Implementation

2014-2016 Implementation of AFIS in low traffic airports. A Royal Decree related to AFIS provision was published in 2010 (RD 1133/2010).

Already implemented in four airports.

None Biggest impact in cost-efficiency and technical

Aerodrome ATC Liberalization 2010-2014

New ATC providers are beginning to provide service in Spanish airports.

Already implemented in eleven airports.


Air traffic model research. 2012-2014

A research is being made in Spain to decide which kind of ATS is the best in each airport. Still researching.



Regional Co-ordination Chapter 5 -

5.1 FAB Co-ordination

The joint collaboration towards the establishment of a Functional Airspace Block (FAB) in the South West region of Europe was initially promoted by the Portuguese and Spanish ANSPs, respectively NAV Portugal and Aena. The initiative was launched building upon historical collaboration between both organisations (e.g. Memorandum of Understanding (MoU) signed on May 16th, 2001 by NAV Portugal and Aena) and with the main aim of achieving an optimised ANS provision in the South West of Europe, in accordance with the requirements established in Regulations (EC) No 549/2004 (the Framework Regulation), No 550/2004 (the service provision Regulation) and No 551/2004 (the airspace Regulation).

Eventually, the process for the formal constitution of the SW FAB concluded with the signature by the Ministers of Transport of Spain and Portugal on 17th May 2013 of the ‘Agreement between the Portuguese Republic and the Kingdom of Spain on the establishment of the South West Functional Airspace Block (SW FAB)’ on the basis of an enhanced cooperation between air navigation service providers and under the herein under governance structure:

Where:

Council is

o established as a joint decision-making body for the purposes of the implementation, operation and further development of the SW FAB State Agreement; and

Composed of one representative from the authority responsible for civil aviation and one representative

SAC is

o established as a consultative body of the Council; and

o Composed by one representative from each NSA, including the military authorities if not established as NSA, and one representative from the aeronautical meteorological supervisory authority of each SW FAB State.


OB is

o established to manage the technical and operational functioning of the SW FAB; and

o Composed by one representative of the en-route ATS provider, one military representative and one representative of the aeronautical meteorological service provider of each SW FAB State.

5.2 FAB Projects

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

link to ESSIP

Lisboa/Madrid/Brest FRA

02/01/2012 07/12/2017

NAV Pt Near to implementation of FRASAI (foreseen on 1/05/2014)

Biggest impact in environment, but also contributing to capacity.

SW FAB FRA Phase II

01/01/2015 31/12/2018

NAV Pt N.A. Biggest impact in environment.

SW FAB FRA Phase III

01/01/2019 04/12/2020

NAV Pt N.A. Biggest impact in environment.

SW FAB harmonisation

01/10/2013 31/12/2020

NAV Pt Just started. Biggest impact in safety, but also contributing to capacity.

Canarias TMA 01/01/2013 08/12/2016

NAV Pt Currently on implementation phase I out of II (foreseen on 21/08/2014)

Biggest impact in environment, but also contributing to capacity and safety.

Marseille Interface

01/01/2013 14/09/2017

NAV Pt Currently on the middle of the activity that leads to the achievement of improvements at short term (foreseen on 31/12/2014)

Contributing to environment, capacity and safety.

Bordeaux Interface

01/01/2013 10/12/2015

NAV Pt Currently on the middle of the activity that leads to the implementation of Madrid/Bordeaux interface (foreseen on 02/04/2015)


Casablanca Dualisation

01/01/2013 08/12/2016

NAV Pt Currently on the middle of the activity that leads to the definition of the new interface Lisboa, Madrid and Casablanca (foreseen on 30/06/2014)

Biggest impact in environment, but also contributing to capacity.

Madrid TMA (OPTIMA Project)

01/01/2013 29/04/2015

NAV Pt Both initial technical/operative assessment and Madrid TMA design activities completed. Currently working on Communications and Automation infrastructure update (foreseen on 03/12/2014) and Madrid TMA Validation (foreseen on 08/04/2014).


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


Barcelona TMA 01/01/2014 08/11/2018

NAV Pt N.A. Contributing to environment, capacity and safety.

ATS Network Improvements

01/01/2013 08/12/2016

NAV Pt Two out of eleven RNDSG projects included in this project completed. Currently working in five other RNDSG projects.

Contributing to environment and capacity.

Faro TMA 01/01/2017 01/12/2018

NAV Pt Not started yet. Contributing to environment, capacity and safety.

Lisboa TMA 01/01/2015 01/03/2017

NAV Pt Not started yet Contributing to environment, capacity and safety.

FUA Optimisation

01/01/2013 31/12/2020

NAV Pt Currently in the middle of the analysis of implementation of ATM civil-military coordination systems (foreseen on 31/12/2014) and working on the implementation of ATS network improvements and FUA civil-military coordination (foreseen on 31/12/2020)


ATM IR Conformity

01/11/2013 02/06/2017

NAV Pt Just started. Contributing to capacity and safety.

ATM System Harmonisation

01/11/2013 02/06/2017

NAV Pt Just started. Biggest impact in safety, but also contributing to capacity and environment.

CDM 01/11/2013 02/06/2017

NAV Pt Just started Contributing to environment, capacity and safety.

Datalink 17/12/2012 11/12/2015

NAV Pt Currently working on the identification of current implementation in terms of VGS infrastructure, Front-End Processor (interface with ATS application) and ATN routers (foreseen on 31/03/2014)

Biggest impact in both safety and capacity.

Evolution of the Aeronautical Messaging Networks (AMHS)

23/02/2012 30/01/2015

NAV Pt Identification of the current status on AMHS capability on both countries completed. Currently working on availability to work on a real schedule for the start of operation of the AMHS link (following ICAO official AMHS documentation) assessment (foreseen on 18/02/2014)

Contributing to capacity and safety.

IP Interconnection

17/12/2012 30/01/2015

NAV Pt Near to the end of topology for the network interconnection based on the available infrastructure (PENS and TDM network) identification (foreseen on 06/11/2013)

Contributing to capacity and safety.

Surveillance IP 01/01/2013 30/06/2015

NAV Pt Near to the end of communication

Contributing to safety.


architecture for the IP flows between radar sources and destination ATC centres identification (foreseen on 01/01/2013)

New Radars Sharing

01/01/2013 30/06/2015

NAV Pt Near to the end of the need for the exchange of data from additional sensors analysis (foreseen on 29/11/2013)


Civil-Military Ground Communications

01/01/2013 30/06/2015

NAV Pt Identification of communication architecture for the LoA completed. Near to the end of the elaboration of a plan to technically deploy the operational proposed solution (foreseen on 31/12/2013)

Biggest impact in safety.

New Surveillance Sensors Sharing

01/01/2013 30/06/2015

NAV Pt Near to the end of communication requirements for WAM and ADS- definition (foreseen on 21/03/2014)


SIGMET 01/11/2013 31/10/2014

NAV Pt Just started Contributing to safety.

Harmonisation of Plans (LSSIP)

yearly basis NAV Pt C/M ANSPs contribution schedule to national LSSIPs coordination completed. Currently working on the identification of the list of potential ESSUP objectives candidates for common reporting at FAB level among C/M ANSPs (foreseen on 31/10 of every year) and on monitoring data of SW FAB OB Common Plan to feed LSSIP process identification (foreseen on 15/12 every year)

N.A.

SW FAB FABEC inter-FAB collaboration.

As established in Commission Regulation (EU) No 176/2011, FABs are key enablers for enhancing cooperation between Member States in order to improve performance and create synergies.

For that purpose, and in order to optimise the interface of FABs within the SES, SW FAB and FABEC will participate in several operational and technical projects of common interest.


Three main projects are scheduled in the SW FAB Common Plan 2014-2020 to reinforce inter-FAB collaboration:

SW FAB free route project extension to the FABEC area which will permit to create the biggest free route area in ECAC airspace. This project will permit to improve the current interface with Brest ACC and to satisfy with the Network Strategy Plan to deploy cross-border free route airspace projects in order to guarantee airspace to be used as a continuum;

Interface improvement with Marseille ACC; Interface improvement with Bordeaux ACC.

All these projects will permit to facilitate RP2 objectives in the area of safety, environment and capacity.

5.3 Other regional coordination initiatives/projects

Joint AEFMP Plan

AEFMP was set up by Algeria, Spain, France, Morocco and Portugal in 1996 so as to harmonize and optimize the air navigation operations among the five countries. It aims at promoting the establishment of common regional convergence objectives in order to achieve a high operational efficiency in the rendered services. To this regard, a Joint AEFMP Plan was signed by the Civil Aviation Authorities and by the Air Navigation Service Providers in 2002.

The AEFMP is then particularly focused on the harmonization of procedures, the improvement of interoperability and the management of implementation of new systems. Accordingly, the main AEFMP objectives are:

- Harmonise the provision of the Air Traffic Services among the five countries,

- Optimise the provision and use of the surveillance function,

- Optimise the provision and the use of the radio coverage,

- Improve the voice communications between adjacent ATC units,

- Make Air traffic Management (ATM) communications more efficient and expand the exchange of data among systems,

- Harmonise the development and implementation of the various technical components of Air Traffic Control (ATC),

- Improve Air Traffic management (ATM) by optimizing airspace design and defining common procedures.

The AEFMP uses the RCIP (Regional Convergence and Implementation Plan) as tool for planning and monitoring the activities contributing to the achievement of these objectives. It provides a guide to the implementation process between Algeria, Spain, France, Morocco and Portugal and presents the harmonisation process evolution straightway and is coordinated through the following structure:


AEFMPSTEERING COMMITTEE

WORKING GROUP

TECHNICAL SUBGROUP

OPERATIONALSUBGROUP

AEFMP WORKING STRUCTURE

The chairmanship of the Plan is held by one of the Member States, on a yearly rotating basis. Two meetings per each subgroup are held, both of them reporting in the corresponding two meetings of the Working Group (WG). The WG will annually report to the SC in a meeting at the beginning of each year.

The main achievements of the AEFMP have been developed in the following areas:

Technical: communications (voice: increase of cost efficiency, flexibility, availability of voice communications and improvement of radio coverage by sharing facilities and increase of availability and cost reduction in communications through AEFMP TDM network; data: Increase of safety and efficiency of ATS through implementation of OLDI links enabling reduction of verbal coordination and improvement of security and availability of Aeronautical Messaging Network through the implementation of new and secured links (AFTN/CIDIN/AMHS); ANS/Telecom: identification of quality concerns of telecommunication circuits between countries and agreement on coordinated action to cater for them and elimination of single points of failure in the AEFMP leased lines network) and surveillance (accommodation of standards and technology developments and increase safety and efficiency of ATS through radar data exchange) Operational: airspace (regional design and implementation of airspace and aeronautical route network enhancing ATS safety and efficiency through early coordination of airspace structure and resectorisation); working methods (Increase of capacity by reducing radar separation minima and implementing RVSM. E.g. successful RSVM implantation in Morocco and Algeria, smooth and easy operational implementation of RVSM within the AEFMP area and sharing of experience on working methods and human resources); system support (efficient use of existing technical means and identification of operational requirements for future evolution at regional level); ATFM (Interchange of information and global awareness of ATFM situation in the area) and safety (Experience sharing on safety matters and the establishment of a contact list to enable cross border safety events analyses.)

Institutional: facilitation of both the development of FABs through inter-FAB collaboration as well as the extension of the SES initiative to third countries. Platform for the exchange of best practices at a regional level where the cooperation is an essential element of the optimisation of the network as a whole. Platform to develop the partnership between the EU and third countries, facilitating the jointly participation in initiatives such as the EUROMED Aviation Project.

.


iTEC-eFDP

In order to achieve a homogeneous Air Traffic Management (ATM) system in Europe, Aena, with other European partners, has participated for several years in Eurocontrol debates on related topics. A common handling of the flight data exchanged between ANSPs’ Air Traffic Control systems could greatly improve the European–wide homogeneity and interoperability, distributing the development costs amongst the member states.

In this context Aena joined the eFDP project in 1999, together with its partners (NATS-UK, STNA-France, ENAV-Italy and UAC-Maastricht) and co-ordinated by Eurocontrol. eFDP initiated the setting–up of some specifications on flight plan processing within the air traffic control system. This common flight plan processing system should have entered into operation within the first five years of the 21st century. However this project finally disappeared in 2000.

The iTEC-eFDP flight data processing system, offshoot from the eFDP, is the result of co-operation between Aena, the German DFS and NATS. In a first stage the three Service providers defined the characteristics of the future system, based on the original concepts contained and the requirements that were developed previously in the in eFDP, through a joint Programme Office located in Madrid. Once the specification and system design phases have been completed, the next development phases and future deployments will be carried out separately but keeping a high commonality.

Following this approach and without Eurocontrol coverage, iTEC-eFDP has converged towards a common system based on the current flight plan processing systems from SACTA and the German VAFORIT; as a result of the achievements, the project has developed an open and interoperable flight data processing system that can be used by the different European ATM providers. With this regard it has to be highlighted that the iTEC partners expanded their collaboration with the incorporation of LVNL-The Netherlands to the group, and it has been opened a negotiation process with NAV Pt-Portugal.

Besides the above mentioned, ITEC-eFDP has defined co-operation mechanisms with the COFLIGHT project (equivalent to iTEC-eFDP between the service providers in France, Italy and Switzerland) called ICOG (Interoperability CO-operation Group).

Also, the iTEC project is evolving for playing a key role in SJU programme, by creating a common Industry Based Platform for addressing Validation activities, and evolving its functionality for coping with SESAR new concepts.

A6 consortium

The “A6 Group” was set up informally in 2007 between the ANSPs interested in accessing the SJU membership, i.e.:

-AENA, the Spanish ANSP;

-DFS, the German ANSP;

-DSNA, the French ANSP;

-ENAV, the Italian ANSP;

-NATS, the British ANSP;

-Noracon, the NORth European and Austrian CONsortium, which consists of nine members: Swedavia (Swedish airports) and eight European ANS providers: Austro Control (Austria) and the North European ANS Providers (NEAP) including AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark).

Thus, the A6 group involves ANSPs from 7 different FABs out of 9.

After a successful cooperation for the accession to the SJU membership, it was decided to formalise the A6 Group through a Memorandum of Cooperation concluded in June 2011.

The aim of the cooperation and coordination between the 6 parties is to provide customer value through improving the ATM performance at European Network Level and increasing the pace of the Single European Sky. The main areas of cooperation are related to general fields of mutual interest (best practices, harmonised strategy…), the SESAR R&D phase and SESAR deployment phase.


The governance of the A6 Group is ensured by a Steering Board composed of CEOs. The Steering Board meets on a quarterly basis and it is supported by a Strategic Board composed of senior managers. A R&D Working Group and a Deployment Working Group were set up to organise the cooperation at expert level.

The A6 Group has very quickly become an important player and a key stakeholder of the Single European Sky. The A6 has made very significant contributions to the SESAR JU in a number of areas, such as the ATM Master Plan update.

A6 consortium leads European-wide technical activities validated and cofunded by the EC for their consistency with SES framework: ANSPs coordination for IDSG (CFP Ten-T 2011, 3,6 M€, cofunded 50%), ANSPs coordination for IDP (CFP Ten-T 2012, 233,9 M€, cofunded 20%) and Advanced FDP (CFP Ten-T 2012, 13,3 M€, cofunded 50%)

The A6 has also developed a strong relationship with the A4 (Airlines), the airports and the manufacturing industry, thus laying the groundwork for a robust and strict coordination and cooperation in the view of the upcoming SESAR deployment.


ESSIP Objective Implementation Chapter 6 -

Conventions

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

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

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

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

State’s high level progress statement State Impl. Date

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

APO. Progress (**)

APO Impl. Date

ASP (By:mm-yyyy) ASP high level progress statement. Common texts agreed at FAB level in capital letters

ASP. Progress (**)

ASP Impl. Date

MIL (By:mm-yyyy) MIL high level progress statement. Common texts agreed at FAB level in capital letters

MIL. Progress (**)

MIL Impl. Date

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

APO. Progress (**)

APO Impl. Date

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

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late


6.1 State-related ESSIP Objectives

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

[IDP] [Essential]

Planned

As stated in Letter 47/1421 on 31st October 2011 submitted from DGAC General Director to Eurocontrol General Director, revision to adapt RCAO (OAT National Regulation) to EUROAT by MIL is being developed in parallel with the revision of RCA (GAT National Regulation) in the civil domain to adapt it to SERA Regulation. Both processes will converge in the short term and detailed related information will be reported to Eurocontrol.

12/2014

REG (By:12-2018) Revision of national regulation is in progress.

Planned

12/2014

ASP (By:12-2018) Agreed texts are pending approval by CIDEFO

Planned

SW FAB FUA Optimisation

12/2014

MIL (By:12-2018)

At national level, there is an outstanding OAT and GAT handling coordination, approved by national regulation (RCAO, RCA and civil‐military coordination rules). Civil and military users follow RCA (adapted to SERA), while Mil RCAO (adapted to EUROAT, approved by high level civil‐military CIDEFO and publication foreseen at beginning of 2014) is only needed to show military deviations and specificities. National annex containing Spanish information was delivered in December 2012. All military aeronautical information is included in AIP‐España (a formal agreement between Mil Authority and Civil ANSP (AENA) is done from 2006), which is already migrated to EAD. At FAB level the LoA was signed in September 2012 for handling procedures between Spain and Portugal.

Planned

06/2014


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

[Essential] Partly Completed

Both CIAM phase 1 and phase 2 are being used in the Spanish AMC. The use of LARA is under evaluation. 12/2015

ASP (By:12-2015)

Both CIAM phase 1 and phase 2 are being used in Aena in accordance with the procedures. Except for implementation of interoperability of local system with ADR, the improvement of the accuracy of airspace booking and automated ASM support system that are not planned, all the SLoAs are completed.

No Plan

AIRSPACE OPTIMISATION / SW FAB Bordeaux Interface / SW FAB FUA Optimisation / SW FAB Marseille Interface

‐

MIL (By:12-2015)

THIS OBJECTIVE IS CONSIDERED AT FAB LEVEL BY MILITARY STAKEHOLDERS. IN SPAIN, THERE IS A NATIONAL AMC (AIRSPACE MANAGEMENT CELL, JOINT CIVIL/MILITARY) RESPONSIBLE FOR THE DAY‐TO‐DAY AIRSPACE DEAL AND MANAGEMENT (IN PRE‐TACTICAL PHASE) WAS PLACED ON 7TH JANUARY 2010 IN A UNIQUE LOCATION (MADRID ACC) WHERE BOTH CIVIL AND MILITARY PARTS ARE LOCATED SHOULDER TO SHOULDER. THERE IS AN AMC OPERATIONAL MANUAL ESTABLISHING CIVIL/MILITARY COORDINATION PROCEDURES AT THIS STAGE AND CONSIDERING THAT THE SW FAB WILL BE IMPLEMENTED ABOVE FL245, THERE ARE NO PLANS TO HAVE A JOINT SWFAB AMC.

REGARDING CIAM PHASE 1 AND PHASE 2 ARE BOTH IMPLEMENTED BY ESPAF AND PRTAF. CURRENTLY, THERE IS NO AUTOMATIC ASM TOOL; THE WORK IS DONE MANUALLY. SPAIN AND PORTUGAL ARE POTENTIAL CANDIDATES TO THE IMPLEMENTATION OF LOCAL AND SUB‐REGIONAL ASM SUPPORT SYSTEM (LARA). MILITARY AREAS ARE RELEASED BY ESPAF AS SOON AS THE ACTIVITY HAS FINISHED. IT IS COMMUNICATED, ACCORDING TO MILITARY PROCEDURES, TO ECAO THAT IS EMBEDDED WITH CIVILIAN CONTROL IN ACC. COLLABORATIVE CIVIL‐MILITARY AIRSPACE PLANNING WITH THE EXTENSION OF FUA WITH DMEAN WILL BE CONSIDERED BY PRTAF. SW FAB COMMON PLAN INCLUDES A PROJECT CALLED ‐FUA OPTIMIZATION PROJECT‐ WHICH WILL ALLOW OPTIMISING ASM MANAGEMENT AT FAB LEVEL.

Partly Completed

12/2015


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

[Essential] Completed

In coordination with neighbouring States contained in the ARN v7, some route structure changes have already been implemented and others are planned. Route structure update is a continuous activity for which current planning extends until 2014.

12/2013

ASP (By:10-2013)

Route structure update is considered a continuous activity. SW FAB ALREADY CONSIDERS THE ARN V7 IMPLEMENTATION UNDER THE OPERATIONAL ACTIVITIES.

Completed

AIRSPACE OPTIMISATION / SW FAB ATS Network Improvements / SW FAB Bordeaux Interface / SW FAB Marseille Interface

12/2013

MIL (By:10-2013)

THIS OBJECTIVE IS CONSIDERED AT FAB LEVEL BY MILITARY STAKEHOLDERS. PROPOSALS INCLUDED IN ARN V7 ARE BEING ALIGNED WITH SWFAB COMMON PLAN AND ALL OF THEM HAVE TO BE COORDINATED WITH THE MILITARY AUTHORITIES. THIS IS AN ONGOING PROCESS. PROCEDURES THAT ENSURE COMPATIBILITY OF EN‐ROUTE AND TMA AIRSPACE ARE ESTABLISHED AND WORKING PROPERLY.

Completed

12/2012

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

[Essential] Planned

The SW FAB already operates the free route concept in Lisbon FIR. The free route operations will continue through SW FAB Santiago/Asturias project created to extend the free route airspace to the north west of the current free route area. Further extension towards the French Coast (Brest) is also foreseen.

05/2014

REG (By:12-2017)

According to regulation (EC) No 1034/2011, it is not necessary to issue an acceptance prior to its implementation.

Not Applicable

‐

ASP (By:12-2017)

Implementation of Santiago/Asturias Free Route Airspace (FRASAI) SW FAB WILL EXTEND LISBON FIR FREE ROUTE AIRSPACE INTO MADRID FIR SECTORS OF SANTIAGO AND ASTURIAS, AS PART OF THE SW FAB OPERATIONAL ACTIVITIES. TWO MORE PHASES PLAN TO EXTEND FREE ROUTE CONCEPT TO SANTA MARIA OCEANIC FIR AND CANARY ISLANDS FIR.

Planned

AIRSPACE OPTIMISATION / SW FAB ATM System Harmonisation / SW FAB Casablanca Dualisation / SW FAB FRA Phase II / SW FAB FRA Phase III / SW FAB Lisboa/Madrid/Brest FRA

05/2014

MIL (By:12-2017)

This objective is considered at FAB level by military stakeholders. Lisboa/Madrid/Brest Free route is being implemented in SW FAB in phases in order to accommodate its main traffic flows. It is based in the principle of optimum use of airspace trying to overcome national/FAB‐s border. Removal of Spanish permanent military areas in western part of SW FAB is in course.

No Plan

‐


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

Late

Most of recommendations of Runway Safety Action Plan are completed or ongoing for all the involved stakeholders. Specifically the EAPPRI recommendations have been adapted to the features of the military air bases open to civilian traffic.

Points 1.10.4, 1.10.12 and 4.2.1 contained in EAPRI 2.O are in phase of improvement.

A new Royal Decree will establish how to develop a SMS to Air Bases. This Royal Decree is under development with no fixed approval date.

03/2016

REG (By:12-2013)

A Royal Decree related to Aerodrome Certification (recommendations in point 4.7) was published in 2009 (RD 862/2009). The aerodrome certification process and the inspection planning have been completed. Points 1.10.4 and 1.10.12 contained in EAPRI 2.O are in phase of improvement.

Late

07/2014

ASP (By:12-2013)

The recommendations of Runway Safety Action Plan have been completed.

Completed

12/2013

MIL (By:12-2013)

Most recommendations of Runway Safety Action Plan have been adapted to the features of the military air bases open to civilian traffic. The plan is monitored through NSA Mil oversight. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRI recommendations in the Air Base Security and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation. Planning date pending on RD approval.

Late

‐

APO (By:12-2013)

All recommendations of Runway Safety Action Plan have been completed (or at least planned).

Late

03/2016

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

[Essential] Late

In principle, ANSP has planned to have the system operational by May 2014. There is no plan to incorporate the EUROCONTROL Specification for STCA since it is understood that such requirements must come from the development of SES requirements by the European Commission, in order to avoid the double regulation. Anyhow, it will be considered the convenience of making a recommendation in national regulation for using the EUROCONTROL Specification for STCA.

05/2014

REG (By:01-2013)

Any new safety significant changes to the existing system (e.g. SACTA) must meet the requirements of EC Regulation 1034/2011 prior to putting into service. SACTA continuous oversight has started in 2011, which encompasses STCA tool.

Late

02/2014

ASP (By:01-2013)

According to SACTA planning, STCA could be fully implemented in May 2014 THE STCA HAS BEEN ALREADY IMPLEMENTED IN PORTUGAL. THE IMPLEMENTATION IN SPAIN COULD BE FINISHED BY MAY 14, IF NEEDED; THE SYSTEMS WILL BE REVIEWED AND ALIGNED WITH THE EUROCONTROL SPECIFICATIONS.

Late

SAFETY NETS 05/2014

MIL (By:01-2013)

STCA is developed and implemented by Civil ANSP (AENA) as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civil‐military bases by AENA. Safety oversight is conducted by AESA (civil NSA) to the certified ANSP (AENA).

Late

05/2014


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

[Essential] Planned

There are plans to implement it by June 2014, according to SACTA planning. 06/2014

ASP (By:12-2016)

Operational service by June 2014. SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF APW FUNCTIONALITY IN 2014.

Planned

SAFETY NETS 06/2014

MIL (By:12-2016)

Area Proximity Warning (APW) is developed and implemented by Civil ANSP (AENA) as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civil‐military bases by AENA. APW function implementation is performed by AENA (certified ANSP).

Planned

06/2014

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

[Essential] Planned

There are plans to implement it by June 2014, according to SACTA planning. 06/2014

ASP (By:12-2016)

Operational service by June 2014. SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF APW FUNCTIONALITY IN 2014.

Planned

SAFETY NETS 06/2014

MIL (By:12-2016)

Area Proximity Warning (APW) is developed and implemented by Civil ANSP (AENA) as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civil‐military bases by AENA. APW function implementation is performed by AENA (certified ANSP).

Planned

06/2014

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

[Essential] Planned

There are plans to implement it by 2015 according to SACTA planning. 12/2015

ASP (By:12-2016)

Operational service by end 2015. THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN FAB SW ANSP BY 2015, IN CONSECUTIVE PHASES IN THE SPANISH ANSP BY 2015 AND PORTUGUESE ANSP BY 2016.

Planned

SAFETY NETS 12/2015

MIL (By:12-2016)

Minimum Safe Altitude Warning (MSAW) is developed and implemented by Civil ANSP (AENA) as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civil‐military bases by AENA. MSAW function implementation is performed by AENA (certified ANSP).

Planned

12/2015

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

[Essential] Planned

There are plans to implement it by end 2015 according to SACTA planning. 12/2015

ASP (By:12-2016)

In service by end 2015. SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF APW FUNCTIONALITY BY THE END OF 2015

Planned

SAFETY NETS 12/2015

MIL (By:12-2016)

Approach Path Monitor (APM) is developed and implemented by Civil ANSP (AENA) as well as any software related with ATC. It is installed in Military Air Bases open to civil traffic and joint civil‐military bases by AENA. APM function implementation is performed by AENA (certified ANSP).

Planned

12/2015


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

[Essential] Planned

Exploratory phase for detection of requirements has been completed. Functionality will be operational for busy airports (Madrid, Barcelona and Palma) by 2015.

12/2015

ASP (By:12-2015)

Exploratory phase for detection of requirements has been completed. Functionality will be operational for busy airports (Madrid, Barcelona and Palma) by end 2015.

Planned

AMAN 12/2015

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

[Essential] Planned

MTCD functions implementation is considered in SACTA/iTEC planning by 2016. 11/2016

REG (By:12-2016) With regard to MTCD no changes have been received by the NSA yet.

Planned

08/2016

ASP (By:12-2016)

MTCD functions will be in operational service in 2016. SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF MTCD FUNCTIONALITY BY THE END OF 2016

Planned

11/2016

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

[IDP]

[Essential] Planned

AMAN operations are implemented in Madrid ACC (07/2013) and planned for Barcelona ACC (05/2014) and Palma ACC (12/2015).

12/2015

REG (By:12-2017)

For the moment no changes, in regard to Basic AMAN, have been received by the NSA.

Planned

09/2015

ASP (By:12-2017)

AMAN operations are implemented in Madrid ACC (07/2013) and planned for Barcelona ACC (05/2014) and Palma ACC (12/2015). SPANISH AND PORTUGUESE ANSPS CURRENT PLANS TO FULLY IMPLEMENT THIS FUNCTIONALITY IS 2015.

Planned

12/2015

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

Planned

For the moment there is no plan to implement this functionality in the SACTA system. On the contrary currently most service transport‐type military aircraft are equipped with ACAS II.

12/2015

REG (By:12-2015) ‐

Planned

01/2015

ASP (By:03-2012)

There is no plan to implement this functionality in the SACTA system. This objective is not considered to be implemented.

No Plan

‐

MIL (By:12-2015)

Currently most service transport‐type aircraft are equipped with ACAS II (not version 7.1), e.g. CASA 295, C‐130, B‐707, A‐310 and Falcon 900. It is planned to implement TCAS II v7.1 in several fleets.

Planned

12/2015


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

[IDP]

[Essential] Planned

The internal plan encompasses the completion of the objective by the end 2017. 12/2017

REG (By:12-2018)

No changes, in regard to Electronic Dialogue as Automated Assistance to Controller during coordination and Transfer, have been received by the NSA.

Planned

09/2015

ASP (By:12-2018)

Current planning sets the implementation date by end 2017. THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN CONSECUTIVE PHASES IN THE SPANISH ANSP BY 2017 AND THE PORTUGUESE ANSP BY 2018.

Planned

CF2 12/2017

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

[IDP]

Planned

National networking facilities (REDAN) are currently supporting IP protocol in all Spanish ATC premises. International networking facilities will migrate to IP by using PENS.

12/2014

REG (By:12-2010) Regulatory actions were completed in 2011.

Completed

04/2011

ASP (By:12-2014)

National networking facilities (REDAN) are currently supporting IP protocol in all Spanish ATC premises. International networking facilities will migrate to IP by using PENS. BOTH SPANISH AND PORTUGUESE ANSPS HAVE SUBSCRIBED TO PENS SERVICES.

Planned

REDAN (Data Network) / SW FAB IP Interconnection / SW FAB New Radars Sharing / SW FAB Surveillance IP

12/2014

MIL (By:12-2014)

ESPAF migrates at the same time as AENA. Software is implemented by AENA to Military Bases open to civilian traffic and joint civil‐mil bases.

Planned

12/2014

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

Completed

AMHS system is implemented in Spain. ‐

ASP (By:12-2014)

Spain implemented AMHS in its system since 2000. The objective of the FIRST project was to establish an AMHS connection between Madrid and Frankfurt. The interconnection was implemented and the pre‐operational phase began in October 2005. The service was fully operative in February 2006. The main objective for Aena is to migrate existing international AFTN or CIDIN connections to AMHS. BOTH SPANISH AND PORTUGUESE ANSPS HAVE IMPLEMENTED AMHS SYSTEMS.

Completed

REDAN (Data Network) / SW FAB Evolution of the Aeronautical Messaging Networks (AMHS)

‐

MIL (By:12-2014)

In Spain, Migration from AFTN to AMHS takes place at the same time as AENA. Equipment is implemented by AENA to Military Bases open to civil air traffic and joint civil‐mil bases.

Completed

‐


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

Planned

VoIP technology is being deployed in two phases: ‐ Phase I: to deploy VoIP Gateways (GWs) associated with all the operational legacy VCSs and Radio stations. REDAN will be used as the IP transport network. ‐ Phase II: There exists a plan for migrating current legacy Voice Communications Systems (VCSs) to VoIP in all ACCs in Spain beyond 2013 (COMETA project).

12/2020

REG (By:12-2018)

The change concerning the implementation of COMETA‐s Phase I in Canarias ACC was communicated to AESA in October 2012. The ANSP established this change as severity 5 (no effects on safety) so, according to EC Regulation 1034/2011, the implementation of this change is not subject to formal acceptance by the NSA. Nevertheless, the safety assessment carried out by the ANSP is being supervised through different CNS Inspections. The need for a formal acceptance will be re‐assessed when the changes related to Phase II of the project will be notified.

Not Applicable

‐

ASP (By:12-2020)

BOTH SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF VOIP PROTOCOL BY 2020.

Planned

COMETA (VoIP) 12/2020

MIL (By:12-2020)

THIS OBJECTIVE IS CONSIDERED AT FAB LEVEL BY MILITARY STAKEHOLDERS. SPANISH MILITARY AIR BASES ARE BEING IMPLEMENTED WITH VCS SUPPORTING IP. AT PRESENT, VOIP FULL CAPABILITY IS A REQUIREMENT FOR ACQUISITION AND IMPLEMENTATION OF NEW VCS IN MILITARY AIR BASES. AT PRESENT VCS OF TWO SPANISH AIR BASES HAVE BEEN UPGRADED WITH VOIP CAPABILITY. HOWEVER RADIO SYSTEMS AND MILITARY COMMUNICATIONS NETWORK ARE NOT IP CAPABLE YET. THE PRTAF SUBMITTED FOR APPROVAL OF THE CHOD THE INVESTMENT PLAN TO IMPLEMENT VOIP IN ATM. UNTIL THE NECESSARY BUDGET IS MADE AVAILABLE FOR THE REQUIRED INVESTMENTS, THIS ACTION WILL BE IN THE PLANNING PHASE.

Planned

12/2020

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


This objective has been completed during 2004 with the supply ETFMS with basic correlated position data and with the new version of SACTA (Spanish Automated ATC system) implemented in 2002.

12/2004

ASP (By:12-2006)

This objective has been completed during 2004 with the supply ETFMS with basic correlated position data and with the new version of SACTA (Spanish Automated ATC system) implemented in 2002.

Completed

12/2004

MIL (By:12-2001)

THIS OBJECTIVE IS CONSIDERED AT FAB LEVEL BY MILITARY STAKEHOLDERS. ESPAF AND PTRAF COMPLETED THIS OBJECTIVE SEVERAL YEARS AGO.

Completed

12/2004


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

[Essential] Partly Completed

All AFP messages are automatically provided by Spanish SACTA system. In case of SLoAs ASP07, ASP08, ASP09, ASP10, ASP13 and ASP14, trials with NM are still pending to complete the implementation.

12/2015

ASP (By:12-2015)

All AFP messages are automatically provided by Spanish SACTA system. In case of SLoAs ASP07, ASP08, ASP09, ASP10, ASP13 and ASP14, trials with NM are still pending to complete the implementation. BOTH SPANISH AND PORTUGUESE ANSPS HAVE IMPLEMENTED ALMOST ALL THE SLoA. THE REMAINING ONES ARE EITHER PARTIALLY DEVELOPED OR PENDING OF NM‐s TRIALS

Partly Completed

SACTA‐iTEC 12/2015

MIL (By:12-2015)

THIS OBJECTIVE IS CONSIDERED AT FAB LEVEL BY MILITARY STAKEHOLDERS. ESPAF AND PTRAF COMPLETED THIS OBJECTIVE SEVERAL YEARS AGO.

Completed

12/2006

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

[IDP]

[Essential] No Plan

STAM phase 1 trial is being implemented in Barcelona ACC. Aena is considering to request the removal of Madrid ACC from the applicability area.

12/2015

REG (By:12-2015)

According to 1034/2011 Regulation, when received, AESA will assess the safety case in order to determine their conformity,

Planned

12/2015

ASP (By:12-2015)

STAM phase 1 trial is been implemented in Barcelona ACC. Aena is considering to request the removal of Madrid ACC from the applicability area.

No Plan

06/2014

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

[Essential] No Plan

‐ ‐

REG (By:12-2016) No changes have been received by the NSA

No Plan

‐

ASP (By:12-2016) ‐

No Plan

‐

MIL (By:12-2016)

THIS OBJECTIVE IS CONSIDERED AT FAB LEVEL BY MILITARY STAKEHOLDERS. CURRENTLY, ESPAF AND PRTAF HAVE NO AUTOMATIC ASM TOOL; THE WORK IS DONE MANUALLY. BOTH, ESPAF AND PRTAF HAVE COMMUNICATED THEIR AVAILABILITY TO PARTICIPATE IN THE IMPLEMENTATION OF LARA AT NATIONAL LEVEL, AS LONG AS THE PROJECT DOES NOT REQUIRE ANY MAJOR INVESTMENT FROM THE MILITARY. LARA IMPLEMENTATION IS CONSIDERED AS A FAB LEVEL PROJECT (INCLUDED IN SW FAB COMMON PLAN).

No Plan

‐

APO (By:12-2016) ‐

No Plan

‐


INF04 Implement integrated briefing (By:12/2012)

Late

Aena's ICARO system provides level 4 integrated briefing services. Some level 6 functions like integration with CDM and ATC systems are already available. Integrated briefing function (level 5) will be completely implemented by 2015

12/2015

ASP (By:12-2012)

Aena's ICARO system provides level 4 integrated briefing services. Some level 6 functions like integration with CDM and ATC systems are already available. Integrated briefing function (level 5) will be completely implemented by 2015

Late

12/2015

MIL (By:12-2012)

Aenas ICARO system provides level 4 integrated briefing services. Some level 6 functions like integration with CDM and ATC systems are already available. This system is developed by Civil ANSP and given to Mil ANSP.

Late

12/2015

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

[Essential] Late

The ADQ implementation is currently being prepared and planned to be fully achieved by July/2017 according to the 73/2010 Regulation.

07/2017

REG (By:07-2017) Regulatory actions are planned.

Late

01/2017

ASP (By:07-2017)

The ADQ implementation plan being currently developed at Aena deals with this issue and concrete plans are being developed. ADQ IMPLEMENTATION BY SPANISH AND PORTUGUESE ANSPS IS CURRENTLY BEING PREPARED AND PLANNED TO BE FULLY ACHIEVED BY JULY 2017 ACCORDING THE 73/2012 REGULATION.

Late

ADQ 07/2017

MIL (By:07-2017)

CECAF (Military Cartographic and Photographic Centre) is the main technical Air Force Unit in charge of Aeronautical Information, the information produced is always validated by ESP Air Force Staff (Airspace Management Branch). Spanish Military regulations NME‐2964/2008, M‐83015 A, NM‐C‐2948 and NM‐C‐2923 EMAG are applied. Military information is published in AIP‐España through Civil ANSP (AENA). There is an agreement between civil and military ANSPs for AIP. Consistency and timeliness are taken into account continuously. AIMX 5.1 IOC is foreseen not early than 2014. However budget restrictions could have an impact in the planned schedule. A close coordination with civil ANSP (AENA) will be necessary in order to ensure quality data and aeronautical information as stated in Regulation (EC) nº 73/2010.

Partly Completed

12/2016

APO (By:07-2017) ‐

Late

07/2017


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

[IDP]

[Essential] Late

A/G Data Link will be deployed by end 2016. The final implementation date goes beyond the deadline set in the Regulation 29/2009.

12/2016

REG (By:02-2015) Initial state of planning.

Late

12/2016

ASP (By:02-2015)

THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN CONSECUTIVE PHASES IN THE PORTUGUESE ANSP BY 2014 (BASIC SET)/ 2015 (REMANING SERVICES), AND THE SPANISH ANSP BY 2016.

Late

CF2 / CPDLC‐Data Link / SW FAB DataLink

12/2016

MIL (By:-)

THIS OBJECTIVE IS CONSIDERED AT FAB LEVEL BY MILITARY STAKEHOLDERS.

AIR GROUND DATALINK CAPABILITY IS CONSIDERED BY BOTH, ESPAF AND PRTAF.

NEW SPANISH MILITARY TRANSPORT‐TYPE AIRCRAFT ENTERING INTO SERVICES FROM JANUARY 2014 WILL HAVE DATA LINK (E.G. A400M).

PRTAF IS CURRENTLY STUDYING THE POSSIBILITY TO INSTALL AIR GROUND DATALINK SYSTEMS IN THE FALCON‐50 FLEET.

BUDGETARY CONSTRAINTS MAY INTERFERE WITH THE FUTURE STATUS OF THIS OBJECTIVE.

Completed

12/2013

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

Missing Data

‐ ‐

REG (By:12-2018) ‐

Missing Data

‐

ASP (By:12-2018) New systems will be put into service during 2018

Planned

8,33 below FL195

12/2018

MIL (By:12-2020)

All the relevant units inside the Ministry of Defence are aware of these regulation requirements and required to comply with them. Therefore it has been included in all the technical procurement requirements for the acquired systems. At present, VCSs of two Air Bases have been upgraded. Frequency assignment is done at state level by AENA. List of State aircraft that cannot be equipped with 8,33 kHz radios by 31 December 2018 was communicated to DGAC (for the Commission) during summer 2013. Procedures for handling non‐8,33 kHz equipped vehicles through airport areas using 8,33 kHz channel spacing are published in AIP‐España.

Planned

12/2018

APO (By:12-2018) ‐

Planned

12/2018


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

[Essential] Late

Implementation planned by the end of 2015. 12/2015

REG (By:12-2012) Initial state of planning.

Late

09/2015

ASP (By:02-2015)

Implementation planned by the end of 2015. THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN CONSECUTIVE PHASES IN THE PORTUGUESE ANSP BY 2014 (BASIC)/2015 (ADVANCED), AND THE SPANISH ANSP BY 2015

Late

CF2 / SW FAB ATM System Harmonisation

12/2015

MIL (By:12-2012)

The process for the transmission of basic flight data between ATC units (civil and military) is implemented since 2012. As a minimum, aircraft identification, SSR mode and code are always provided.

Completed

01/2012

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

[IDP]

Late

‐ 12/2015

REG (By:12-2014) Planned by 2014.

Planned

09/2014

ASP (By:12-2014)

Systems will be compliant on the implementation date established on article 8 of Regulation EC No 633/2007 on flight message transfer protocol. FMTP OBJECTIVE IMPLEMENTATION IS CURRENTLY BEING PREPARED AND PLANNED (DEC/2015) TO FULFILL THE 633/2007 AND 283/2011 REGULATIONS AND WILL BE DEPLOYED IN CONSECUTIVE PHASES IN THE PORTUGUESE ANSP BY 2014, AND THE SPANISH ANSP BY 2015.

Late

SACTA‐iTEC 12/2015

MIL (By:12-2014)

Flight message transfer protocol (FMTP) is developed and implemented by Civil ANSP (AENA) as well as any software related with ATC. It is installed in Spanish Military Air Bases open to civil traffic and joint civil‐military bases by AENA. Verification of the systems and safety oversight are conducted by AESA (civil NSA) to the certified ANSP (AENA).

Late

12/2015

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

Planned

National planning would allow the fulfilment of this objective according to the deadline, altough in case of the military SLoAs Enhanced Mode S is at initial planning phase.

12/2019

REG (By:12-2013)

According the dates foreseen by the civil ANSP to develop the safety assessments.

Planned

09/2014

ASP (By:02-2015)

All surveillance systems in Aena Air Navigation are already ASTERIX compliant. Safety assessment is planned by August 2014. THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN CONSECUTIVE PHASES IN THE SPANISH ANSP BY 2014 AND THE PORTUGUESE ANSP BY 2015.

Planned

MODE‐S/ADS‐B / SW FAB New Radars Sharing / SW FAB New Surveillance Sensors Sharing / SW FAB Surveillance IP

12/2014

MIL (By:12-2019)

Initial plan is established, including economical valuation, regarding Mode S Elementary Surveillance equipment and ADS‐B.

Planned

12/2019


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

[Essential] Late

TMA RNAV procedures are designed in accordance with P‐RNAV standards (JAA TGL‐10 Circular Operativa 03/01 of the DGAC) and in accordance with the RCA. Plans are being developed for the implementation of sole P‐RNAV structure in main Spanish TMAs.

11/2018

REG (By:01-2005) ‐

Completed

‐

ASP (By:12-2012)

Some progress has been made up to now, regarding the implementation of some P‐RNAV manoeuvres in Spanish TMAs (Madrid and Barcelona). Currently, the initial plan for the implementation of sole P‐RNAV TMAs is being revised and implementation dates agreed (subject to positive results of safety cases).

Late

PRNAV in TMAs / SW FAB Barcelona TMA / SW FAB Canarias TMA / SW FAB Madrid TMA (OPTIMA Project)

11/2018

MIL (By:12-2012)

RNAV is regulated by Chief of Air Staff Directive 14/04 and Chief of Air Staff General Instruction 70‐10. So far, there are two RNAV (GNSS) approaches published in Rota Air Base (Air Navy Base) by Mil Authority. There are not any requirement in the air bases open to civil traffic and joint uses related with R‐NAV. There also not any requirement for military aircraft to have P‐RNAV equipment.

Completed

09/2004

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

[Essential] Planned

The strategy of implementation of APV in Spain consists of a joint deployment of APV SBAS and APV BARO‐VNAV procedures, in order to respect cost‐efficiency principles for all operators. First safety assessment to implement an APV approach procedure with 3 minima lines (LNAV, LNAV/VNAV and LPV) in Santander Airport was started to be assessed by the Spanish NSA (AESA) in 2012. RNP APCH (APV type) in Santander is already in service (Oct/2013)

12/2015

REG (By:04-2016)

AMCs 20‐26 and 20‐27 are considered acceptable means of compliance ‐ AMCs 20‐28 is considered an acceptable means of compliance as of September 2012 when it was adopted by EASA (AMC 20‐28 Effective: 24/09/2012, Annex II to ED Decision 2012/014/R of 17/09/2012)

Completed

06/2012

ASP (By:12-2016)

A list of criteria for the progressive introduction of APV procedures at Spanish airports has been developed taking into account safety, operational, economic and environmental factors. A number of RNP APCH APV procedures down to LNAV/VNAV (APV Baro) and LPV (APV SBAS) minima are already available and have been used for demonstration purposes in the frame of national and European projects. Some of those procedures at instrument runway‐ends will be actually published in the AIP Spain.

Planned

RNP Approach 12/2015

MIL (By:12-2016) It is not a mandatory requirement for mil aircraft.

Not Applicable

‐


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

Late

Activities are being performed in this area but formalization will be dependent on actions/regulations taken by European Commission.

10/2014

REG (By:12-2011)

AESA has not received from stakeholders with regard to the dissemination and implementation of the Plan.

Late

10/2014

ASP (By:12-2011) ‐

Completed

07/2012

MIL (By:12-2011)

Action Plan Airspace Infringement Risk Reduction has been adapted accordingly to the Air Bases Prevention Plan and Accidents Prevention Plan (PPA), both regulated by IG 10‐09 (Flight Safety Organisation and Regulation in the Air Force).

Completed

01/2011

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

Partly Completed

The most of the recommendations of the European Action Plan for the Prevention of Runway Excursions, have been implemented by ASP, MIL and APO. The Part 3.6 of the Action Plan has been partially implemented by Aesa. For the rest of recommendations, an indicative date of 01/2018 is provided for this LSSIP report while plans are being drawn up.

01/2018

REG (By:01-2018)

The applicable measures of the Action plan, Part 3.6 have been partially implemented. The implementation of the rest of the recommendations is pending on planning date. An indicative date of 01/2018 is provided for this LSSIP report while plans are being drawn up.

Partly Completed

01/2018

ASP (By:12-2014)

The implementation and monitoring of the Action Plan activities for prevention of runway excursions are described in the SGOP‐13‐INF‐073‐1.0 document.

Completed

06/2013

MIL (By:01-2018)

Most recommendations of Runway Safety Action Plan have been adapted to the features of the military air bases open to civilian traffic. The plan is monitored through NSA Mil oversight. EUROCONTROL guidance material is taken into account in the development of internal methods which have its own characteristics. The final objective is to complete most of the EAPPRE recommendations in the Air Base Flight Safety Plans and Accidents Prevention Plan according to internal Chief of ESP Air Staff regulation.

Partly Completed

01/2018

APO (By:12-2014) ‐

Planned

01/2014


6.2 Airport-related ESSIP Objectives

6.2.1 Barcelona Airport

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

Not Applicable

LEBL - Barcelona

(Outside Applicability Area)

This objective is implemented following internal means of compliance. ‐

ASP (By:12-2011)

PICAP is a Spanish decision making methodology (working with PICAP+ tool) used to improve the utilization of runways at Spanish airports. PICAP studies are made as a continuous activity to improve airside capacity and also to assess the impact of works (on expanding the airport) in the airside capacity.

Not Applicable

‐

APO (By:12-2011) In charge of ANSP

Not Applicable

‐

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

[Essential] Late

LEBL - Barcelona

A‐SMGCS architecture adopted by Aena consists of a combination of SMR and Mode S multilateration system with capability for ADS‐B 1090 information processing capability. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used.

12/2014

REG (By:12-2010) ‐

Completed

12/2013

ASP (By:12-2011)

A‐SMGCS architecture adopted by Aena consists of a combination of SMR and Mode S multilateration system with capability for ADS‐B 1090 information processing capability. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. In the case of Barcelona Airport the system is available since july 2012. The implementation is pending the A‐SMCGS operational procedures.

Late

12/2014

MIL (By:12-2010)

Barcelona is a civilian airport. This objective is not applicable because military is not an ANSP in LEBL. LEBL is neither primary nor secondary airport destination for military aircraft. Some military aircraft have already installed Mode S. There is a long term plan (end by 2018) to implement this capability to most of cargo fleet.

Not Applicable

‐

APO (By:12-2010)

A‐SMGCS architecture adopted by Aena consists of a combination of SMR and Mode S multilateration system with capability for ADS‐B 1090 information processing capability. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used.

Completed

12/2013


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

Planned

LEBL - Barcelona

Implementation planned by 2015. 12/2015

REG (By:12-2017) ‐

Planned

09/2014

ASP (By:12-2017) Implementation planned by 2015.

Partly Completed

12/2015

APO (By:12-2017) SLoAs under the responsibility of Aena‐Navegación Aérea.

Not Applicable

‐

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

[IDP]

[Essential] Planned

LEBL - Barcelona

At present, a CDM implementation plan is being developed in Aena including the procedures for the use and information sharing among stakeholders.

12/2015

ASP (By:01-2016) CDM is planned at Barcelona Airport by end 2015

Planned

A‐CDM / SW FAB CDM

12/2015

MIL (By:01-2016)

LEBL is neither primary nor secondary airport destination for military aircraft.

Not Applicable

‐

APO (By:01-2016)

This airport is considered active as CDM airport (with exchange of messages with CFMU) since March 2015, but the project extends until December 2015 to cover the implementation of procedures in adverse conditions.

Planned

12/2015

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

[IDP]

Completed

LEBL - Barcelona

CDA has been implemented during the night period in Barcelona. There are no additional plans 12/2010

ASP (By:12-2013)

CDA has been implemented during the night period in Barcelona. Controllers have been trained.

Completed

12/2010

APO (By:12-2013)

CDA has been implemented during the night period in Barcelona. There are no additional plans

Not Applicable

‐


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

Completed

LEBL - Barcelona

Implementation of the objective could be enhanced once the new CEM specification is published. 12/2013

ASP (By:12-2016)

Aena Air Navigation participates in the partnerships arrangements described in APO SLoAs

Completed

12/2013

MIL (By:12-2015)

Barcelona is a civilian airport, not applicable because military is not an ANSP in LEBL. Military is not an airport operator in LEBL and rarely user.

Not Applicable

‐

APO (By:12-2016)

A new CEM specification is being developed by EUROCONTROL that should be taken into consideration in order to establish any formal agreement dealing with CEM implementation. Environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, the Ministry of Agriculture, Food and Environment, regional government, city councils and Aena.

Completed

12/2013

6.2.2 Madrid-Barajas Airport


Not Applicable

LEMD - Madrid - Barajas



ASP (By:12-2011)


Not Applicable

‐


Not Applicable

‐





A‐SMGCS architecture adopted by Aena consists of a combination of SMR and Mode S multilateration system with capability for ADS‐B 1090 information processing capability. A‐SMGCS operational procedures are already in place. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. A‐SMGCS Level 1 is operational in Madrid.

12/2013

REG (By:12-2010) ‐

Completed

12/2013

ASP (By:12-2011)

A‐SMGCS architecture adopted by Aena consists of a combination of SMR and Mode S multilateration system with capability for ADS‐B 1090 information processing capability. A‐SMGCS operational procedures are already in place.

In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used. A‐SMGCS Level 1 is operational in Madrid.

Completed

12/2010

MIL (By:12-2010)

Madrid‐Barajas is a civilian airport, not applicable because military is not an ANSP in LEMD. LEMD is neither primary nor secondary airport destination for military aircraft. Some military aircraft have already installed Mode S. There is a long term plan (end by 2018) to implement this capability to most of cargo fleet.

Not Applicable

‐

APO (By:12-2010)

A‐SMGCS architecture adopted by Aena consists of a combination of SMR and Mode S multilateration system with capability for ADS‐B 1090 information processing capability. A‐SMGCS Level 1 is operational in Madrid.

Completed

‐


Planned



REG (By:12-2017) ‐

Planned

09/2014

ASP (By:12-2017) Implementation planned by 12/2015

Partly Completed

12/2015


Not Applicable

‐



[IDP]

[Essential] Planned


Madrid is currently in the process of testing and implementation. 01/2015

ASP (By:01-2016) Madrid is currently in the process of testing and implementation.

Planned


01/2015

MIL (By:01-2016)

LEMD is neither primary nor secondary airport destination for military aircraft.

Not Applicable

‐

APO (By:01-2016)

This airport is considered active as CDM airport (with exchange of messages with CFMU) since January 2014, but the project extends until December 2014 to cover the implementation of procedures in adverse conditions.

Planned

12/2014


[IDP]

Completed


CDA has been implemented during the night period in Madrid‐Barajas. There are no additional plans 12/2010

ASP (By:12-2013)

CDA has been implemented during the night period in Madrid‐Barajas. Controllers have been trained. There are no additional plans

Completed

12/2010

APO (By:12-2013)

CDA has been implemented during the night period in Madrid‐Barajas. There are no additional plans

Not Applicable

‐


Completed



ASP (By:12-2016)


Completed

12/2013

MIL (By:12-2015)

Madrid is a civilian airport, not applicable because military is not an ANSP in LEMD. Military is not an airport operator in LEMD and rarely user.

Not Applicable

‐

APO (By:12-2016)

A new CEM specification is being developed by EUROCONTROL that should be taken into consideration in order to establish any formal agreement dealing with CEM implementation. Environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, Ministry of Agriculture, Food and Environment, regional government, city councils and Aena.

Completed

12/2013


6.2.3 Palma de Mallorca Airport


Not Applicable

LEPA - Palma de Mallorca



ASP (By:12-2011)


Not Applicable

‐


Not Applicable

‐


[Essential] Late


A‐SMGCS architecture adopted by Aena consists of a combination of SMR and Mode S multilateration system with capability for ADS‐B 1090 information processing capability. The implementation at Palma Airport is planned by mid of 2014. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used.

06/2014

REG (By:12-2010) ‐

Completed

12/2013

ASP (By:12-2011)

A‐SMGCS architecture adopted by Aena consists of a combination of SMR and Mode S multilateration system with capability for ADS‐B 1090 information processing capability. The implementation at Palma Airport is planned by mid of 2014. In order to avoid possible discontinuities between different surveillance systems, multilateration system coverage will be extended until it overlaps area surveillance radars. Where needed, wide area multilateration (WAM) systems will be used.

Late

06/2014

MIL (By:12-2010)

Palma de Mallorca is a joint civil‐military airport/base. It is not applicable because military is not an ANSP in LEPA for civilian traffic. Military aircraft operate in Palma de Mallorca on a regular basis. Some military aircraft have already installed Mode S. There is a long term plan (end by 2018) to implement this capability to most of cargo fleet.

Not Applicable

‐

APO (By:12-2010) ‐

Completed

12/2011



Planned



REG (By:12-2017) ‐

Planned

09/2014

ASP (By:12-2017) Implementation planned by 12/2015

Partly Completed

12/2015


Not Applicable

‐


[IDP]

[Essential] Late


CDM is planned at Palma de Mallorca Airport by 2015 12/2015

ASP (By:01-2016) CDM is planned at Palma de Mallorca Airport by end 2015

Planned


12/2015

MIL (By:01-2016) Military activity does not interfere with civil platform.

Not Applicable

‐

APO (By:01-2016) ‐

Planned

06/2015


[IDP]

Completed


CDA has been implemented during the night period in Palma. There are no additional plans 12/2010

ASP (By:12-2013)

CDA has been implemented during the night period in Palma. Controllers have been trained. There are no additional plans

Completed

12/2010

APO (By:12-2013) CDA has been implemented during the night period in Palma.

Not Applicable

‐



Completed



ASP (By:12-2016)


Completed

12/2013

MIL (By:12-2015)

According to Ministry of Defence Directive 107/97, Military Air Base in Palma de Mallorca (LESJ) has implemented the Environment Management System. Currently there is not any MoU or MoC dealing with the CEM implementation officially signed between CEM partners.

Not Applicable

‐

APO (By:12-2016)

A new CEM specification is being developed by EUROCONTROL that should be taken into consideration in order to establish any formal agreement dealing with CEM implementation. Environmental issues having an impact on local communities are managed and supervised by the corresponding commissions, participated by representatives of the Ministry of Public Works, the Ministry of Agriculture, Food and Environment, regional government, city councils and Aena.

Completed

12/2013


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Point for Spain AENA Air Navigation Estíbaliz SALAZAR

LSSIP Focal Point for AESA Miriam SANZ

DGAC Luis CASTILLO

ESP Air Force Maj. Pedro María BENITO SALATTI

AENA Airports Francisco SALMERÓN

Eduardo MILANÉS

LSSIP Contact Person for Spain EUROCONTROL Oscar ALFARO

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL EIPR Objective Coordinator

National Stakeholder Specialist(s)

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

O. CIOARA Fernando MATEOS – Aena Air Navigation

Maj. Pedro María BENITO SALATTI-EMA/DOP/SESPA

Miriam SANZ - AESA

AOM19 G. ACAMPORA, O. MROWICKI O. CIOARA Fernando MATEOS – Aena Air Navigation


AOM20 R. BUCUROIU O. CIOARA Fernando MATEOS – Aena Air Navigation

Maj. Pedro María BENITO SALATTI -EMA/DOP/SESPA

AOM21 R. BUCUROIU O. CIOARA Fernando MATEOS – Aena Air Navigation


AOP01.2 P. ADAMSON P. VRANJKOVIC Gerardo DEL CAZ – Aena Air Navigation

AOP03 T. LICU P. VRANJKOVIC Jesús ROMERO – Aena Air Navigation


Juan Luis MAESTRE - AESA

AOP04.1 P. ADAMSON P. VRANJKOVIC Miguel Ángel SALAMANCA – Aena Air Navigation

José Luis RODRIGUEZ – Aena Air Navigation

Gabriel NOVELLES – Aena Air Navigation


Francisco SALMERÓN – Aena Airports

AOP04.2 P. ADAMSON P. VRANJKOVIC Miguel Ángel SALAMANCA – Aena Air Navigation

José Luis RODRIGUEZ – Aena Air Navigation

Gabriel NOVELLES – Aena Air Navigation

Francisco SALMERÓN – Aena Airports

AOP05 P. ADAMSON P. VRANJKOVIC Gabriel NOVELLES – Aena Air Navigation


Francisco SALMERÓN

ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT José Luis RODRIGUEZ – Aena Air


ESSIP Objective



Navigation

Maj. Pedro María BENITO SALATTI –EMA/DOP/SESPA

Ricardo ALONSO - AESA

ATC02.5 B. BAKKER, S. DROZDOWSKI I. FEIJT José Luis RODRIGUEZ – Aena Air Navigation









ATC07.1 N. GAUTIER L. DELL’ORTO José Luis RODRIGUEZ – Aena Air

Navigation

ATC12 N. GAUTIER L. DELL’ORTO José Luis RODRIGUEZ – Aena Air

Navigation


Navigation

ATC16 S. DROZDOWSKI L. DELL’ORTO José Luis RODRIGUEZ – Aena Air

Navigation



Navigation

COM09 B. GASZTYCH, J. POUZET O. ALFARO Manuel GARCÍA – Aena Air Navigation


Ricardo ALONSO – AESA

COM10 B. GASZTYCH, J. POUZET A. KOKONA Manuel GARCÍA – Aena Air Navigation


COM11 B. GASZTYCH, J. POUZET A. KOKONA Manuel GARCÍA – Aena Air Navigation


ENV01 P. ADAMSON B. HILL Gabriel NOVELLES – Aena Air Navigation

ENV02 S. MAHONY, A. WATT B. HILL Eduardo MILANÉS – Aena Airports


FCM01 H. KOOLEN O. CIOARA José Luis RODRIGUEZ – Aena Air Navigation


FCM03 S. SMIDT O. CIOARA José Luis RODRIGUEZ – Aena Air Navigation


FCM04 M. RICHARD O. CIOARA José Luis RODRIGUEZ – Aena Air


ESSIP Objective



Navigation

FCM05 N. AGACDIKEN O. CIOARA José Luis RODRIGUEZ – Aena Air Navigation


INF04 P. MATERN A-P. FRANGOLHO Javier FENOLL– Aena Air Navigation


ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Javier FENOLL– Aena Air Navigation


ITY-AGDL E. CERASI, S. DISSING A. KOKONA José Luis RODRIGUEZ – Aena Air Navigation



ITY-AGVCS2 TBD O. ALFARO Manuel GARCÍA – Aena Air NavigationMaj.

Pedro María BENITO SALATTI -EMA/DOP/SESPA

ITY-COTR S. MORTON L. DELL’ORTO José Luis RODRIGUEZ – Aena Air Navigation



ITY-FMTP B. GASZTYCH, J. POUZET O. ALFARO José Luis RODRIGUEZ – Aena Air Navigation



ITY-SPI M. BORELY, R. STEWART A-P. FRANGOLHO Maj. Pedro María BENITO SALATTI -EMA/DOP/SESPAMiguel Angel SALAMANCA – Aena Air Navigation

NAV03 F. PAVLICEVIC A. KOKONA Gabriel NOVELLES - Aena Air Navigation


Miriam SANZ – AESA

NAV10 R. FARNWORTH, F. PAVLICEVIC A. KOKONA Aitor ALVAREZ – Aena Air Navigation


SAF10 T. LICU I. FEIJT Jesús ROMERO– Aena Air Navigation


José Alberto GUTIÉRREZ –AESA

Juan Carlos GALÁN – AESA

SAF11 S. LAWRENCE I. FEIJT Jesús ROMERO– Aena Air Navigation



Annex B – National Stakeholders Organisation Charts

Spanish Direction General of Civil Aviation Schematic Structure

AESA Agencia Estatal de Seguridad Aérea

ATM Management within Military Organisation

GENERAL DIRECTORATE OF CIVIL AVIATION

SUBDIRECTORATE OF AIR TRANSPORT OPERATION

SUBDIRECTORATE OF AIR NAVIGATION AND AIRPORTS

AIRPORT STRATEGY

AIR NAVIGATION STRATEGY

GENERAL SECRETARIAT AND LEGAL DEPARTMENT

SECRETARÍA GENERAL

DIRECCIÓN DE EVALUACIÓN DE LA SEGURIDAD Y AUDITORÍA

TÉCNICA INTERNA

DIRECCIÓN DE SEGURIDAD DE AEROPUERTOS

Y NAVEGACIÓN AÉREA

DIRECCIÓN DE SEGURIDAD DE AERONAVES

DIRECCIÓN DE SEGURIDAD DE LA AVIACIÓN CIVIL Y

PROTECCIÓN AL USUARIO

DIRECTORA DE LA AGENCIA ESTATAL DE SEGURIDAD AÉREA


Spanish Air Force involved in the provision of air navigation services to the civil aviation


Aena Airports Schematic Organisation


Aena Air Navigation Schematic Organisation


Annex C – Glossary of Abbreviations

AEFMP Algeria, Spain, France, Morocco and Portugal Plan

Aena Aeropuertos Españoles y Navegación Aérea

AESA Spanish Aviation Safety and Security Agency - Agencia Estatal de Seguridad Aérea

ASECNA Agency for the Safety of Air Navigation in Africa and Madagascar

CAA Certification Aviation Authority

CAS Chief of Air Staff

CAFSAT Central Atlantic FIR Satellite Network

CEANITA Comisión de Estudio y Análisis de Notificaciones de Incidentes de Tránsito Aéreo

CIAIAC Comisión de Investigación de Accidentes e Incidentes de Aviación Civil

CIDEFO Defence-Development Interdepartmental Commission

CITAAM Comisión de Investigación Técnica de Accidentes de Aeronaves Militares

DCAS Deputy Chief of Air Staff

DEN Formation and Training Division

DGAC Spanish Civil Aviation Authority

DIS System and Information Division

DLO Logistic Division

DMA Maintenance Division

DOP División de Operaciones – Operation Division

ECAO Operational Air Traffic Squadron

ECTA Air Traffic Control Squadron

EMA Estado Mayor del Aire - Spanish Air Force Staff

EOIG EGNOS Operator Infrastructure Group

ESSP European Satellite Services Provider

FOCUCS Future Control Position for SACTA Sectors Unit Control System

GAT General Air Traffic

GBDA Gestor de Base de Datos de Adaptación / Environment Data Base Manager

GCCC Canarias ACC

GRUCAO Operational Air Traffic Group

GSS Galileo Sistemas y Servicios

JSMC Head of Command and Control System

JSTCIS Head of Technical, Information and Communications Services

LECB Barcelona ACC

LECM Madrid ACC

LECP Palma ACC

LECS Sevilla ACC

MACOM Air Combat Command


MALOG Logistic Support Command

MAPER Human Resources Command

MEDUP Mediterranean Upgrade Programme

NORVASE Normativa para la Validación de Sectores

OAT Operational Air Traffic

OPTIMAL Optimized Procedures and Techniques for Improvement of Approach and Landing

PCATS ATS Contingency Plans

PICAP Runway Capacity Research Programme

PICASSO Control, Analysis and Monitoring of the Spanish Air Navigation System (statistical application)

PLATON New RDPS

PROMETEO Control Tower Technical and Operational Means Optimisation Programme

REDAN Spanish Data Network

RENAR French Data Network

RINAL Portuguese Data Network

SACCAN ADS/CPDLC system in Canarias

SACSA Sociedad Aeroportuaria de la Costa

SACTA Automated System of Air Traffic Control

SAMHS Spanish Aeronautical Messages Handling System

SEAP Large Scale European ADS pre-implementation Programme

SERFIN Financial Resources Section

SESEV Sección de Seguridad en Vuelo – Flight Safety Section

SESPA Sección de Espacio Aéreo – Airspace Section

SGSI Subsistema Grabador y Servidor de Información / Recording and Data server subsystem

TDR Radar Data Processing / Tratamiento de Datos Radar

TLPV Tratamiento Local de Planes de Vuelo

UCO Unit, Centre or Organisation

VICTOR Visualización Integrada de Control de Torre / ATC Integrated display for TWR

Local Single Sky ImPlementation (LSSIP) SPAIN · 2019. 2. 18. · LSSIP Year 2013 Spain Released...

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