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EUROCONTROL25 YEARS

of ATM Implementation Reportingin Europe

Level 1 - Implementation Overview

LSSIP 2018 - AUSTRIALocal Single Sky ImPlementation

Document Title LSSIP Year 2018 for Austria

Infocentre Reference 19/02/05/04

Date of Edition 28/05/2019

LSSIP Focal Point M. Stieber - [email protected]

LSSIP Contact Person A. Dybowska - [email protected]

Status Released

Intended for Agency Stakeholders

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

Reference Documents

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

LSSIP Guidance Material

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

Master Plan Level 3 – Plan Edition 2018

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

Master Plan Level 3 – Report Year 2018

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

European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/

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

Acronyms and abbreviations

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

National AIP http://eaip.austrocontrol.at/

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

mailto:[email protected]


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







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

http://www.atmmasterplan.eu/

https://www.eurocontrol.int/statfor



http://eaip.austrocontrol.at/


APPROVAL SHEET

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

CONTENTS

1. National ATM Environment ............................................................ 7

Geographical Scope ............................................................................................ 7

National Stakeholders ...................................................................................... 10

2. Traffic and Capacity ...................................................................... 19

Evolution of traffic in Austria ........................................................................... 19

ACC Vienna ....................................................................................................... 20

3. Master Plan Level 3 Implementation Report conclusions ............. 25

4. Implementation Projects .............................................................. 26

National projects .............................................................................................. 26

FAB projects ..................................................................................................... 28

Regional projects .............................................................................................. 30

5. Cooperation activities .................................................................. 31

FAB Co-ordination ............................................................................................ 31

Regional cooperation ....................................................................................... 33

6. Implementation Objectives Progress ........................................... 35

State View......................................................................................................... 35

Detailed Objectives Implementation progress ................................................ 42

Annexes

Specialists involved in the ATM implementation reporting for Austria

National stakeholders’ organisation charts

Implementation Objectives’ links with SESAR, ICAO and DP

Glossary of abbreviations

Mature SESAR Solutions not associated to an Implementation Objective

LSSIP Year 2018 Austria 1 Released Issue

Executive Summary

National ATM Context

ATM legislation aspects:

With effect of 20th of Dec. 2018, the ‘Air Traffic Rules 2014’ (LVR 2014) have been amended, adapting the Airspace Classifications based on COMMISSION IMPLEMENTING REGULATION (EU) No 923/2012 SERA, and others.

National Stakeholders:

NSA: In 2018, Austrian NSA continued to execute the national oversight program and to run various audits, in order to ensure proper compliance and deployment activities.

Geographical scope:

Since February 2018, Austro Control forms part of the enhanced Free Route initiative ‘South East Common Sky Initiative FRA’ (SECSI FRA). This initiative represents a seamless Free Route Airspace from Ground / FL205 / FL325 up to FL660, based on H24/7 and comprising the FIRs of Austria, Slovenia, Croatia, Bosnia and Herzegovina, Serbia and Montenegro.

Traffic and Capacity in 2018

Traffic & Complexity:

Traffic in Austria (ACC plus INN corridor) increased by 6.8% during Summer 2018 (May to October inclusive), when compared to the same period during 2017.


The stressed performance of ACC Wien, as seen specifically during the summer period 2018 was caused by various reasons, whereas the main contributing factors have been identified as follows:

• Higher Demand than traffic forecast; almost 7% traffic increase versus 4% conceived capacity increase based on 5,2% TFC forecast from STATFOR / high growth (TFC increase at specific days reached even 18%).

• additional onloading traffic and traffic flows from “4ACCs” - primarily EDUU - resulting in increased sector complexity for ACC Wien: ANSP PRU structural index value 2017: 7,70 -> 2018: 8,64

• trajectory prediction reduced due to: added traffic flows, deviations due to weather, intruding aircraft due to weather/CBs from adjacent ATC units

• Lack of FPL adherence: ‚creative routings‘ as filed in FPLs, very frequently were subject to short term changes and time consuming adaptations / coordinations.

Capacity and ATFM delays:

• The annual ATFM Delay for ACC Wien was 0.9 min/flight, thus missing the target value of 0,19 min/flight.

• The higher impact of disturbances within the network (e.g. adverse weather) led to a higher and quicker saturation of sector capacities compared to former years.

ACC Staffing:

• High traffic growth already in late spring caused an increased ATCO allocation during May and June, which resulted in partial less availability of staff during the high season.

• Limited availability and readiness of ATCO staff to compensate for staff shortfall (numerous consecutive days with CBs, high and extensive workload,…)

Airport Vienna in 2018:

Traffic increased by 6,8 %, whereas the ATFM delays remained below the target value of 1,27 min/flight, reaching 0,64 min/flight. Vienna Airport surpassed threshold of 27 Million passengers for the first time.


Progress per SESAR Phase

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

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

Pre-SESAR Implementation

2010 2019

87%

PCP Implementation

2015 2023

35%

Progress per SESAR Key Feature and Phase

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

64%

Pre

-SES

AR

100%

73% 87%

15%

84%

24%

Pre

-SES

AR

Pre

-SES

AR

Pre

-SES

AR

PC

P

PC

P

PC

P

PC

P

Optimised ATM Network Services

Advanced Air Traffic Services

High Performing Airport Operations

18%

Enabling Aviation Infrastructure


ICAO ASBUs Progress Implementation

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

Block 0 2010 2018

92%

Block 1 2015 2022

49%

ATM Deployment Outlook

State objectives

Deployed in 2017-2018: - Ground-Based Safety Nets [ATC02.8] 100% progress - STAM Phase 1 [FCM04.1] 100% progress

- Aircraft Identification [ITY-ACID] 92% progress - NewPENS [COM12] 75% progress - Aeronautical Information [ITY-ADQ] 71% progress - Collaborative Flight Planning [FCM03] 68% progress - eTOD [INF07] 48% progress

- 8,33 kHz below FL195 [ITY-AGVCS2] 79% progress - OAT and GAT handling [AOM13.1] 45% progress - Voice over IP [COM11] 40% progress - ASM Tools [AOM19.1] 20% progress

- Coordination and transfer [ATC17] 95% progress - Surveillance Performance & Interoperability [ITY-SPI] 66% progress - Low-Level IFR Routes for Rotorcraft [NAV12] 60% progress - Interactive Rolling NOP [FCM05] 50% progress - Real-Time Airspace Data [AOM19.2] 40% progress - ASM/ATFCM process [AOM19.3] 25% progress - STAM Phase 2 [FCM04.2] 10% progress

- RNP 1 for TMA Operations [NAV03.2] 60% progress - AMAN to further en-route [ATC15.2] 6% progress - SWIM Yellow TI Profile [INF08.1] 6% progress - Traffic Complexity [FCM06] 3% progress - Extended Flight Plan [FCM08] 0% progress

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


Airport objectives - LOWW - Vienna International Airport

Deployed in 2017-2018: - AMAN [ATC07.1] 100% progress - CDOs [ENV01] 100% progress

- Airport CDM [AOP05] 96% progress - Airport Safety Nets [AOP12] 40% progress

- Initial Airport Operations Plan [AOP11] 3% progress

- Time-Based Separation [AOP10] 10% progress - Surface Movement Planning & Routing [AOP13] 8% progress

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


Introduction

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

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

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

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

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

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

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

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

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


1. National ATM Environment

Geographical Scope

International Membership

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

Organisation Since

ECAC 1955

EUROCONTROL 1993

European Union 1995

EASA 2003

ICAO 1948

NATO N/A Partnership for peace since 1995

ITU 1866


Geographical description of the FIR

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

FIR WIEN is surrounded by FIRs of 7 States, namely

I. Germany, (FIR Munchen, UIR Rhein), whereas ATS for the eastern part of Austria is delegated to ACC

Munich and UAC Karlsruhe

II. Czech Republic (FIR Praha),

III. Slovak Republic (FIR Bratislava),

IV. Hungary (FIR Budapest),

V. Slovenia (FIR Ljubljana),

VI. Italy (FIR Milano),

VII. Switzerland (FIR Zurich)

Croatia (ACC Zagreb) is considered as adjacent ATS Unit, as ATS for the MURA Sector (Slovenian

Airspace) is delegated to ACC Wien FL125+.


Airspace Classification and Organisation

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

https://eaip.austrocontrol.at/

SECSIFRA - South East Common Sky Initiative FRA:

FIR Wien has established Free Route Airspace from GND to FL660 / Upper State Boundary.

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

Austria

Slovenia

Croatia

Bosnia and Hercegovina

Serbia

Montenegro

eAIP Part II – ENR 6.9

https://eaip.austrocontrol.at/


ATC Units

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

ACC Wien 12 - Refer to 1.4.1 Although the hardware/software configuration of the Austrian ATM system Topsky allows a theoretical higher maximum number of elementary sectors, the current demand is served by a maximum of 12 - 14 operational sectors

APP Wien 6 FIR Praha, Bratislava and Budapest

TWR and APP Wien, located in the TWR Wien building

SALZBURG 1 LAU* SALZBURG

INNSBRUCK 1 LAU* INNSBRUCK

LINZ 1 LAU* LINZ

GRAZ 1 LAU* GRAZ

KLAGENFURT 1 LAU* KLAGENFURT

* LAU = Local Approach Unit

National Stakeholders

The main National Stakeholders in Austria involved in ATM: - The Civil Aviation Authority (CAA) which is part of the Ministry for Transport, Innovation and Technology

(MoTIT) performs the function of the Austrian Regulatory Authority (Oberste Zivilluftfahrt Behörde), - The Federal Ministry for Transport, Innovation and Technology (MoTIT / NSA), - Austro Control ‘Luftfahrtagentur (LFA)’, NSA for civil ATCO and pilots licensing. - The Accident Investigation Board which is an independent Body within the MoTIT, - Austro Control Österreichische Gesellschaft für Zivilluftfahrt mbH (ACG) - ANS Provider in Austria, - The Federal Ministry of Defence: Joint Forces Command / Air.


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


Civil Regulator(s)

General Information

Civil Aviation in Austria is the responsibility of the Federal Ministry of Transport, Innovation and Technology (M of TIT) which represents Austria at the EUROCONTROL Decision Making Bodies.

The Regulator is institutionally separated from the ANS Service Provider. The Civil Aviation Authority (CAA) is part of the MoTIT (Oberste Zivilluftfahrtbehörde).

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

Activity in ATM: Organisation responsible Legal Basis

Rule-making CAA Aviation Act

(BGBl Nr. 253/1957)

Safety Oversight NSA as part of the CAA

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

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

NSA as part of the CAA

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

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

Economic NSA as part of the CAA Section Economic Affairs

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

Refer to FAB CE performance plan RP2

Environment NSA as part of the CAA Aviation Act (BGBl Nr. 253/1957) section 120c and section 141.

Refer to FAB CE performance plan RP2

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

Accident investigation SUB (Sicherheitsuntersuchungsstelle des Bundes)

§ 136 Aviation Act and

§2 UUG 2005, BGBl. I Nr. 123/2005


Austrian Civil Aviation Authority (CAA)

MoTIT incorporates the Civil Aviation Authority (CAA) which performs at the same time the function of the

Austrian Regulatory Authority (Oberste Zivilluftfahrtbehörde).

ATM Safety occurrence analysis is done by the ANSP and there is a separate Accident Investigation Board as an

independent body within the MoTIT; details can be found in chapter 1.2.5.

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

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

An organisational chart of MoTIT can be found in Annexes.

Austro Control GmbH

Services provided:

Governance: State enterprise Ownership: 100% Republic of Austria

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Aerodrome(s) Y

AIS Y

CNS Y

MET Y

ATCO training Y

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

Additional information:

Provision of services in other State(s):

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

Annual Report published: Y https://www.austrocontrol.at/unternehmen/medien/mediathek/publikationen

Address of ANSP website: www.austrocontrol.at

An organisational chart can be found in Annexes.

http://www.bmvit.gv.at/

https://www.austrocontrol.at/unternehmen/medien/mediathek/publikationen

http://www.austrocontrol.at/


Name of the ANSP: Meteo Serve Wetterdienst GmbH

Governance: GmbH Ownership: 100% Austro Control

Services provided Y/N Comment

ATC en-route N

ATC approach N

ATC Aerodrome(s) N

AIS N

CNS N

MET Y certified MET-Provider, no designation

ATCO training N

SAR N

Others N

Additional information:

Provision of services in other State(s):

N

Annual Report published: N

ATC systems in use:

Main ANSP part of any technology alliance1 Y COOPANS

FDPS

Specify the manufacturer of the ATC system currently in use:

THALES: TOPSKY system within COOPANS alliance

AVIBIT: for all main TWRs, using the Electronic Flight strip system DIFLIS

Upgrade2 of the ATC system is performed or planned?

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

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

ATC Unit

ACC and APP Wien,

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

1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance)

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


SDPS

Specify the manufacturer of the ATC system currently in use: Thales, using ARTAS tracker

Austrian Wide Area Multilateration (WAM): SAAB

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

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

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

Airports

General information

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

Terminal Airspace (TMA or equivalent)

Airport Controlled by

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

SALZBURG SALZBURG (SZG/LOWS) LAU*

INNSBRUCK INNSBRUCK (INN/LOWI) LAU*

LINZ LINZ (LNZ/LOWL) LAU*

GRAZ GRAZ (GRZ/LOWG) LAU*

KLAGENFURT KLAGENFURT (KLU/LOWK) LAU*

* LAU = Local Approach Unit

Airport(s) covered by the LSSIP

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

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

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


Military Authorities

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

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

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

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

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

Regulatory role

Regulatory framework and rule-making

OAT GAT

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

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

Y

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

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

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

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

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

ATCO Training Y ATCO Training Y

ATCO Licensing Y ATCO Licensing Y

ANSP Certification N ANSP Certification N

ANSP Supervision Y ANSP Supervision Y

Aircrew Training Y ESARR applicability Y

Aircrew Licensing Y SES legislation as applicable Y

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

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

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

National AIP Y National AIP Y

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

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: Aeronautical Charts Y Other: Aeronautical Charts Y


Oversight

Service Provision role

Military ANSP providing GAT services SES certified?

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

N/A

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

Y

Additional Information: N/A

OAT GAT

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

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

For TRG and licensing of MIL ATC personnel

MIL NSA

OAT GAT

Services Provided: Services Provided:

En-Route Y En-Route Y

Approach/TMA Y Approach/TMA Y

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

AIS Y AIS Y

MET Y MET Y

SAR Y SAR Y

MIL Training Area (MTA) monitoring

Y FIS Y

Other: N/A Other: N/A

Additional Information: Additional Information:


User role

Flexible Use of Airspace (FUA)

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

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

Free Routing Y Within specific corridors only N

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

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

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

No special arrangements N Exemption from Route Charges Y

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

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

Others: N/A

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

FUA Level 1 implemented: Y




2. Traffic and Capacity

Evolution of traffic in Austria

2018 Traffic in Austria (ACC plus INN corridor) increased by 6.8% during Summer 2018 (May to October inclusive), when compared to the same period during 2017.

2019-2024

The EUROCONTROL Seven-Year Forecast predicts an annual traffic growth of between 1.0% and 3.9% throughout the planning cycle, with a baseline growth of 2.5%.

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

1.600.000

1.800.000

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

IFR

flig

hts

Austria - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

International Dep/Arr 24%

Domestic flights 1%

Overflights 75%

Austria - Distribution (Ref. year 2017)

A = Actual

F = Forecast

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

H 5.3% 6.6% 4.8% 3.2% 3.0% 3.3% 2.8%

B 1.4% 0.6% 4.9% 5.1% 5.2% 2.4% 1.8% 1.6% 1.8% 1.9%

L 4.9% 3.6% 0.5% 0.4% 0.2% 0.5% 0.7%

ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%

EUROCONTROL Seven-Year Forecast (September 2018)

IFR flights yearly growth

Austria


ACC Vienna

Traffic and en-route ATFM delays 2014-2024

Performance summer 2018

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

Capacity gap Ref value Actual

+7.0 % 198 (+1%) 0.31 1.46 Yes

The average en-route delay per flight increased from 0.48 to 1.44 minutes per flight in Summer 2018.

56% of the delays were due to Weather, 26% due to ATC capacity and 18% due to staffing.

Capacity Plan +4 % Achieved Comments

Stepwise increase of FAB CE wide cross border FRA applications Yes

SECSI FRA (Feb 2018) Yes

FABCE Study ongoing Yes

AMAN LOWW Yes

Improved ATFCM techniques, including STAM Yes

Enhanced sectorisation according to the FAB CE Airspace Plan Yes

Stepped improved sectorisation according to on-going projects Yes

Improved operational procedures including FMP/AMC Yes

Recruitment to increase staff levels Yes

Additional sectors as required, depending on traffic demand levels

Yes

Maximum configuration: 13 sectors Yes

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024

Peak Day Traffic 3060 2946 2906 3249 3336

Summer Traffic 2481 2493 2499 2754 2948

Yearly Traffic 2057 2092 2099 2301 2468

Summer Traffic Forecast 3098 3168 3238 3302 3369 3430

High Traffic Forecast - Summer 3140 3288 3406 3523 3643 3741

Low Traffic Forecast - Summer 3053 3061 3086 3106 3131 3149

Summer enroute delay (all causes) 0.04 0.15 0.12 0.48 1.46

Yearly enroute delay (all causes) 0.03 0.09 0.07 0.29 0.90

0.0

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0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

1.1

1.2

1.3

1.4

1.5

1.6

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500

1000

1500

2000

2500

3000

3500

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min

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LOVVACC - Traffic and en-route ATFM delays


Summer 2018 performance assessment

The ACC capacity baseline was measured with ACCESS at 198. During the measured period, the average peak 1 hour demand was 204 and the average peak 3 hour demand was 192.

Planning Period 2019-2024

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

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

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

RP2 Capacity Profiles RP3 Indicative Capacity Profiles

ACC 2018

baseline

Profiles (hourly movements and % increase over previous year)

2019 2020 2021 2022 2023 2024

LOVV 198

H 241 22% 250 4% 261 4% 270 3% 280 4% 288 3%

Ref. 239 21% 239 0% 248 4% 253 2% 260 3% 264 2%

L 234 18% 234 0% 234 0% 236 1% 238 1% 240 1%

Open 236 19% 236 0% 239 1% 243 2% 251 3% 258 3%

C/R 217 10% 219 1% 227 4% 233 3% 239 3% 243 2%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024

Free Route Airspace

Airspace Management Advanced FUA

Airport & TMA Network Integration AMAN LOWW ACDM for LOWW AOP

Cooperative Traffic Management Improved ATFCM techniques, including STAM

Airspace

Enhanced sectorisation according to the FAB CE Airspace Plan

Minor sector adaptations

Sector reshaping under evaluation

Procedures Improved operational procedures including FMP/AMC

Staffing Recruitment to increase staff levels

Technical

Continuous system improvements

FAST (Final App Spacing Tool)

Step 1

FAST Step 2 Including TBS for

LOWW

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

Significant Events

Max sectors 12 13 14 14 14 14

En-route ATFM delay breakdown

RP2 Reference Values

2019 2020 2021 2022 2023 2024

0.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual

En-route ATFM delay breakdown

PRB proposal

RP3 Reference Values


(Sufficient to cope with demand during normal operations)

Planned Annual Capacity Increase 2% 3% 3% 3% 3% 3%

Reference Profile Annual % Increase 21% 0% 4% 2% 3% 2%

Current Routes Profile % Increase 10% 1% 4% 3% 3% 2%

Difference Capacity Plan v. Reference Profile

-15,5% -13,0% -13,7% -13,0% -12,7% -11,4%

Difference Capacity Plan v. Current Routes Profile

-6,9% -5,0% -5,7% -5,6% -5,0% -3,7%

Annual Reference Value (min) 0.19 0.30 0.24 0.22 0.19 0.19

Summer reference value (min) 0.31 0.40 0.28 0.26 0.23 0.23

Additional information

2020-2024: Indicative RP3 Reference Values

An outline of available sector configurations for typical weekdays and weekend days for summer 2019

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2017 2018 2019 2020 2021 2022 2023 2024

2019 Reference Capacity Profile

2020-2024 Indicative Reference Capacity Profile239 239 248 253 260 264

Capacity Profile - Current Routes 217 219 227 233 239 243

Capacity Profile - High 241 250 261 270 280 288

Capacity Profile - Low 234 234 234 236 238 240

Capacity Baseline 196 198

2019 - 2024 Plan 202 208 214 220 227 234

Capacity Profile - Shortest Routes (Open) 236 236 239 243 251 258

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LOVVCTA - Reference capacity profile and alternative scenarios

2019-2024 Planning Period Outlook

Vienna ACC’s capacity gap will depend on the impact of eNM/ANSPs measures for summer 2019 and beyond. The sector configurations may be adapted according to traffic demand and available staff.


3. Master Plan Level 3 Implementation Report conclusions

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

Conclusion Applicable to COLLABORATIVE FLIGHT PLANNING IMPLEMENTATION DELAYS SHOULD BE ADDRESSED AND

SUPPORT FOR IMPLEMENTATION FROM NM GIVEN TO THE LOCAL STAKEHOLDERS. (page 10 of the Report)

All States with delays in implementation of FCM03

State’s action planned for this conclusion: see below Description of the planned action: Collaborative flight planning was already fully implemented, but after the deployment of the new ATM System, it turned out that the AFP activation and provision has been wrongly implemented. Time for correction is under discussion to reach the final operational capability by end of 2019 at the latest.

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

ECAC States

State’s action planned for this conclusion: Austria has reached this requirement by far, having implemented Free Route Airspace from ground (GND) to the upper State boundary (equals FL660), including the cross border application with Slovenia, Croatia, Bosnia/Hercegovina, Serbia and Montenegro (SECSIFRA) Description of the planned action: ---


4. Implementation Projects The table below presents the high-level information about the main projects currently ongoing in Austria. The details of each project are available in Chapter 2 of the Level 2 - Detailed Implementation Status document.

National projects

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

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

Austrocontrol (AT), Flughafen Wien AG (AT)

31st December 2018 closed L3: ITY-AGVCS2

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

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

AF2_MET-Compliance-Program (2015_220_AF2)

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

L3: AOP10 DP: 2015_220_AF2

AF5 AIM Compliance Pogram (2015_230_AF5)

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

L3: ITY-ADQ DP: 2015_230_AF5

ATM Data Quality (ADQ) (#006AF5)

Austrocontrol (AT) 01/01/2014 - 31/12/2019 closed DP: #006AF5

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

Austrocontrol (AT) Dependent on bilateral implementation until 2021

ongoing L3: ATC17

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

closed L3: ATC07.1

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

Austrocontrol (AT) 17/07/2014 - 03/03/2020 late L3: AOP05 DP: #011AF2



Implementation of Voice over IP technology (COM Services)

Austrocontrol (AT) between 2018 and 2020 Exchange to VoIP for ACC Wien, and between 2021 and 2024 stepwise implementation for all remaining ATC Units in Austria.

ongoing in implementation steps / 2020 ACC Wien, till 2024 for all ATC Units Austria

L3: COM11

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

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

DP: #009AF5

METSW-DB PCP Evolution (2015_231_AF5)

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

DP: 2015_231_AF5

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

Austrocontrol (AT) 2016 - 2023 TBS Project has been nationally set up. Operational and technical experts involved in procedural and architectural developments, including HMI aspects The funded part is scheduled till May 2018; operational implementation of basic TBS foreseen by 2023.

L3: AOP10 DP: 2015_232_AF2

VHF Concept Implementation 2020 (2015_236_AF3)

Austrocontrol (AT) 01/03/2016 - 30/11/2023 (Funded part until 2020)

Project ongoing - in time DP: 2015_236_AF3

eTOD Database Phase 1 (AIM / ATM System)

Austrocontrol (AT) implementation of the eTOD requirements is planned to be ready by end 2019.

ongoing L3: INF07 DP: eTOD implementation


FAB projects


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

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

Project 1: Start 3.1.2011, End: Continuous

FAB CE FRA Study was completed in 2017 Other activities described below are ongoing

L3: AOM21.2 DP: 102AF3 Free route airspace from the Black Forest to the Black Sea RP2 PP: FAB CE FRA Project (described under NSP actions 'FAB CE Airspace and route structure planning' and 'Free Route Airspace')

FAB CE-wide Study of Dynamic Airspace Management (DAM) and STAM (FAB CE DAM/STAM Study)


DAM/STAM Study: Start: 7.2.2017, End: 31.12.2018

Completed in 2018 L3: AOM19.1, AOM19.2, AOM19.3, FCM04.1, FCM04.2, FCM05, FCM06 DP: 2016_075_AF3_A FAB CE wide Study of DAM and STAM (PCP under CEF2016 Call) RP2 PP: Advanced Airspace Management (described under NSP actions)

Navigation infrastructure optimization project


Start: April 2018, End: April 2019 On-going -



Surveillance Infrastructure Optimisation (FAB CE Project 18)


Start: 6.7.2016, End: End of 2018 Completed in 2018 RP2 PP: Optimisation of CNS resources

X-Bone HW Procurement (FAB CE Project 17)

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

Start: 19.2.2016, End: 30.4.2018 Completed in 2018 RP2 PP: Optimisation of CNS resources


Regional projects


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

Start: 19.2.2016, End: 31.12.2020 Ongoing L3: ATC07.1, ATC15.1 DP: 2015_234_AF1 AMAN LOWW initial RP2 PP: Various projects covering individual ANSPs’ requirements (e.g. covered under DPS ATM Services for Austria)

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

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

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

DP: 2015_207_AF3_A, 2015_207_AF3_B


5. Cooperation activities

FAB Co-ordination

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

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

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

There have been a number of important achievements in 2018 focusing on several key areas. The following bullets summarise the most important activities delivering the benefits to airspace users:

• Airspace planning and network development activities focusing on continuous improvements to enable optimum use of airspace, taking into account air traffic flows are the top priority for FAB CE. The FAB CE ANSPs have transformed themselves into a ‘FAB CE Airspace Alliance’ and are currently defining options for further airspace defragmentation to unlock additional capacity and flight efficiency benefits for airspace users. After the completion of the FAB CE FRA Study, the DEVOPS project (FAB CE Development of Operational Performance and ATM Strategies, previously known as FAB CE Project 1 incl. FAB CE FRA Study) was considerably revised and it now includes annual updates of FAB CE Network Operations Plan (FNOP), FAB CE Airspace Plan and ATM Manual. Additional tasks were launched at the end of 2017 focusing on coordination and monitoring of the regional FRA initiatives in which FAB CE ANSPs participate.

Two additional new activities were assigned to the DEVOPS project in 2018:

o ‘FAB CE Capacity and flow improvements’ activity contains a set of tasks performed with the aim of improving FAB CE network performance;

o ‘FAB CE cross-border airspace improvements’ contains a set of tasks aimed at improving FAB CE airspace cross-border functionality and seamless operations in FAB CE airspace. The associated tasks are related to static cross-border improvements.

Both new activities are expected to be launched in Q1 2019 in alignment and coordination with the NM. The project’s scope is now, however, under evaluation taking into account the available draft results of the Airspace Architecture Study to make sure that the project is aligned with the upcoming NM/SJU activities.


• The FAB CE states, together with their neighbouring partners, are at the frontline of the Free Route Airspace (FRA) implementation in the region. In just less than a year after signing the memorandum of cooperation aimed towards merging the two Free Route Airspaces SAXFRA (Slovenian Austrian Cross-border Free Route Airspace) and SEAFRA (South-East Axis Free Route Airspace - project of three ANSPs from Bosnia and Herzegovina, Croatia, Serbia and Montenegro), the South East Common Sky Initiative Free Route Airspace (SECSI FRA) has successfully been implemented, with the support of the Network Manager. In addition, LPS SR, Slovakia’s air navigation service provider (ANSP), has joined the SEEN FRA (South East Europe Night Free Route Airspace) initiative of three ANSPs - BULATSA, HungaroControl and ROMATSA. SEEN FRA is a volume of European airspace where aircraft operators can file flight plans without having to follow prescribed air traffic service (ATS) routes (or “airways“) during night times, between midnight and 0600.

Coordination of the FAB aspects and monitoring of all regional FRA initiatives in which FAB CE ANSPs participate is done at the FAB CE level through the DEVOPS project. For FAB CE, the success of these initiatives is also an important step towards establishing Free Route airspace across FAB CE and also to Non-EU airspace.

• FAB CE has completed the ‘FAB CE-wide implementation of DAM and STAM’ study in 2018 aimed at the following goals:

o Enable equitable treatment of all airspace users in the allocation of airspace and required trajectories on short notice and increased flexibility in dealing with short-term adjustments of airspace configurations (achieved through data-sharing and collaboration mechanisms);

o Provide proactive route/trajectory activation/airspace reservation or restriction allocation through a collaborative (cross-border) decision-making process to accommodate short-term changes;

o Provide supporting processes and tools (requirements) that allow for the FAB CE FRA to achieve optimal operational efficiency;

o Overall increase of airspace capacity through optimized utilization of airspace configurations and scenarios, as STAM will provide more opportunities to balance demand and available capacity;

o More robust and reliable planning for the airspace users through a common view amongst all stakeholders on the availability of airspace and a larger selection of airspace configurations tailored towards different scenarios;

o Enable airspace users to make informed decisions and to increase their benefits by offering a larger choice of possible routeing and (until full FRA implementation is completed) airspace options.

• FAB CE ANSPs have completed Phase I of an activity to develop a joint contingency concept in cooperation with the Network Manager. Phase I resulted in commonly agreed concept, procedures and technical enablers for the management of short- and medium-term (less than 2 hours) contingency event. FAB CE is now initiating Phase II which will address management of long-term contingency events (beyond 2 hours duration) and will provide for a common coordination platform for coordinating and monitoring the implementation activities of Phase I.

• FAB CE ANSPs completed a comprehensive review of its Concept of Seamless Operations in 2018. This document summarizes the ATM functionalities (Pilot Common Project - PCP and New Essential Operational Capabilities – NEOC) which, when implemented on FAB CE-wide level in a harmonised manner, establish an operational environment enabling seamless operations. The CSO concept described in this document assesses the whole ATM service chain from pre-departure to landing with reference to the on-going developments within SESAR, EUROCONTROL and EC Regulations while taking into consideration other on-going activities within FAB CE. CSO therefore also outlines the FAB CE Operational Concept in OPS and TEC domains for the coming years.

• A pilot project for common procurement of FAB CE CNS covering an upgrade of the cross-border telecommunications network (X-bone) hardware has been successfully completed in 2018. The procurement was managed by FAB CE ANSPs’ joint venture FABCE Aviation Services, Ltd., which is used as a FAB CE outsourcing platform for ATM/CNS infrastructure. Six air navigation service providers (ANSPs) purchased CISCO routers based on a common specification and tender to benefit from lower procurement costs and economies of scale. Following the successful conclusion of this project, the FAB CE CEO Committee has agreed to apply these same procedures for future smart procurement


initiatives.

• FAB CE ANSPs have also made a significant progress in terms of developing processes for planning and operations of the surveillance infrastructure. The ‘Surveillance infrastructure optimisation’ project has been successfully completed in 2018. The processes for surveillance infrastructure planning, surveillance maintenance planning, maintenance of SUR database and sharing the specifications were developed and are now in the process of implementation. The project also proposed a number of overall SUR service quality improvements and developed a feasibility study for the regional tracker. Due to the negative CBA, the regional tracker project will be not further pursued.

• The NAVAID optimisation project which will improve interoperability and data-sharing through the optimisation of navigational aid (NAVAID) infrastructure, reducing duplication and unnecessary complexity has been started in 2018. This project will meet the accuracy, integrity and continuity requirements for proposed operations in FAB CE airspace by aligning NAVAID operating and purchasing policies among the seven FABEC ANSPs, reducing purchasing, implementation, operational and maintenance costs. The project group will first develop a process for coordinated NAVAID infrastructure and preventive maintenance planning and information-sharing where operational dependencies are evident. The second part of the project is focusing on an analysis of NAVAID infrastructure and coverage - including those of neighbouring countries. The team will identify potential areas for improvement, including operational interdependencies and requirements. The third part is focusing on solving operational issues – namely, assessing vulnerabilities within the global navigation satellite system (GNSS) network. This will require addressing signal monitoring and interference issues while assessing how free route airspace will influence the requirements for ground-based NAVAIDs in this new era of area navigation operations.

• FAB CE progressed with the development of the ATSEP Competence Scheme in order to close the gaps with respect to requirements of the Commission Regulation (EU) 373/2017 in the coordinated way.

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

Regional cooperation

Regional cooperation initiatives

A6 Alliance

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

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

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

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

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

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


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

Areas of Austro Control’s involvement in 2018:

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

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

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

South East Europe Common Sky Initiative (SECSI FRA)

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

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

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

South East Europe Night Free Route Airspace (SEEN FRA)

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

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


6. Implementation Objectives Progress

State View

Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

1) Delayed Implementation Objectives due for 2018:

- AOM 13.1: Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling; rules and procedures for OAT handling and OAT/GAT Interface are planned to be in operational use by mid of 2020, as soon as agreed between MoT and MoD

- AOM 19.1: ASM Support Tools to Support Advanced FUA (AFUA): LARA tool planned to be implemented by end of 2020, delayed due to technical re-arrangements and new project set up.

- AOP05: Airport Collaborative Decision Making (A-CDM) will be delayed until March 2020 due to late implementation of the DPI message. Status: locally implemented

- ATC17: Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (OLDI) – All messages are technically available, the majority of the relevant messages has been operationally activated with those adjacent units capable to do so. The electronic dialogue procedure in the coordination process is foreseen to be implemented with selected adjacent units by end of 2021.

- FCM03: Collaborative Flight Planning, after the deployment of the new ATM System TopSky, it turned out that the AFP activation and provision has been wrongly implemented. Time for corrective actions is under discussion to reach the final operational capability by end of 2019 at the latest.

- eTOD: Electronic Terrain and Obstacle Data (eTOD) - The implementation of the eTOD objective and its requirements is planned to be ready by mid 2019 by Austro Control and Airport Vienna.

- ITY-ADQ: Ensure Quality of Aeronautical Data and Aeronautical Information - Due to the high amount of ADQ affected obstacle originators in Austria, the implementation date is dependent on the full


implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 30/06/2019.

2) Plans for completing Objectives, especially those due for 2019/2020

Complementing the objectives with completion deadlines in 2019/2020 described above, the following Objectives are subject to FOC by 2019/2020:

- AOP12: Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) - Installation planned by end of 2020, but that needs further refinement and confirmation in accordance with the development of AOP13 (Automated Assistance to Controller for Surface Management planning and Routing), which is foreseen to be implemented by end of 2023.

- COM11: Voice over Internet Protocol (VoIP) - Initial upgrades for emergency systems are in place, and further upgrades at all Local Approach Units and ATM units at Airport Schwechat were implemented, whereas the final rollout for ATCCV is planned by 2020 at the latest.

- COM12: New Pan-European Network Service (NewPENS) - The first international official Transition Working Group meeting took place on 17/01/2018. Final implementation 30/11/2019.

- ITY-ACID: Aircraft Identification - The next step to reach 100% of individual aircraft identification using the downlinked aircraft identification feature is foreseen by mid of 2019.

- ITY-AGVCS2: 8,33 kHz Air-Ground Voice Channel Spacing below FL195 - MIL: 8,33 kHz conversions will be ready by mid 2019 according to the national MIL conversion plan. MIL carrier aircraft are equipped, major part of the remaining mil A/C will be equipped by end 2023 in accordance with the exemption rule.


Objective Progress per SESAR Key Feature

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

Legend:

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

100% = Objective completed = Completion beyond Implementation Objective timeline


<15 15 16 17 18 19 20 21 22 23 24 ≥25

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

45%

AOM19.1 (PCP) ASM Support Tools to Support AFUA 20%

AOM19.2 (PCP) ASM Management of Real-Time Airspace Data 40%

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

25%

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

0%

FCM01 Enhanced Tactical Flow Management Services 100%

FCM03 Collaborative Flight Planning 68%

FCM04.1 STAM Phase 1 100%

FCM04.2 (PCP) STAM Phase 2 10%

FCM05 (PCP) Interactive Rolling NOP 50%

FCM06 (PCP) Traffic Complexity Assessment 3%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 (PCP) Direct Routing 100%

AOM21.2 (PCP) Free Route Airspace 100%

ATC02.2 STCA En-Route 100%

ATC02.8 Ground-Based Safety Nets 100%

ATC02.9 Enhanced STCA for TMAs 100%

ATC07.1 AMAN Tools and Procedures

LOWW - Vienna International Airport 100%

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

100%

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

100%

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

6%

ATC16 ACAS II Compliant with TCAS II Change 7.1 100%

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

95%

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

ENV01 Continuous Descent Operations


ENV03 Continuous Climb Operations Local objective


ITY-COTR Ground-Ground Automated Co-ordination Processes

100%

NAV03.1 RNAV 1 in TMA Operations 100%

NAV03.2 (PCP) RNP 1 in TMA Operations 60%

NAV10 APV procedures 100%

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft

Local objective 60%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1


AOP04.2 A-SMGCS Level 2


AOP05 Airport CDM


AOP10 (PCP) Time-Based Separation


AOP11 (PCP) Initial Airport Operations Plan


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


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


AOP14 Remote Tower Services Local objective


ENV02 Collaborative Environmental Management Local objective


SAF11 Improve Runway Safety by Preventing Runway Excursions

100%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

COM10 Migrate from AFTN to AMHS 100%

COM11 Voice over Internet Protocol (VoIP) 40%

COM12 (PCP) NewPENS 75%

FCM08 (PCP) Extended Flight Plan 0%

INF07 Electronic Terrain and Obstacle Data (eTOD) 48%

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

6%

ITY-ACID Aircraft Identification 92%

ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

71%

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

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

79%

ITY-FMTP Common Flight Message Transfer Protocol 100%

ITY-SPI Surveillance Performance and Interoperability 66%


ICAO ASBU Implementation

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

These results were determined using the LSSIP Year 2018 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/60 (European Air Navigation Planning Group).

Legend:

= Completed (during 2018 or before)

= Missing planning date

= Progress achieved in 2018 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

B0-APTA Optimization of Approach Procedures including vertical guidance

100%

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

100%

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

100%

B0-DATM Service Improvement through Digital Aeronautical Information Management

100%

71%

B0-ACAS ACAS Improvements 100%

B0-SNET Increased Effectiveness of Ground-Based Safety Nets

100%

B0-ACDM Improved Airport Operations through 100%

96%

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

100%

B0-FRTO Improved Operations through Enhanced En-Route Trajectories

100%

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

100%

84%

B0-ASUR Initial capability for ground surveillance 100%

66%

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

100%

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

100%


Detailed Objectives Implementation progress

Objective/Stakeholder Progress Code:

Completed Not yet planned

Ongoing Not Applicable

Planned Missing Data

Late

Main Objectives

AOM13.1

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

45% Late

-

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

30/06/2020

REG (By:12/2018)

Mil. Aviation Authority

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

- 40% Late

30/06/2020

Oberste Zivil-Luftfahrtbehörde in Austria

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

- 40% Late

30/06/2020

ASP (By:12/2018)


Common principles, rules and procedures for OAT handling and OAT/GAT Interfaces are planned to be applied by mid of 2020. At present, the reference documents are as folllows:- 'Ressortübereinkommen' Annex 2 MOAT- LFG §145a (aviation act) and official Minutes from High Level Airspace Policy Body (HLAPB) Dec. 2018

- 10%

Late

31/12/2019

Austrocontrol

Common principles, rules and procedures for OAT handling and OAT/GAT Interfaces are planned to be applied by mid of 2020. At present, the reference documents are as follows:- 'Ressortübereinkommen' Annex 2 MOAT- LFG §145a (aviation act) and official Minutes from High Level Airspace Policy Body (HLAPB) Dec. 2018

- 10%

Late

30/06/2020

MIL (By:12/2018)

- Late



Common principles, rules and procedures for OAT handling and OAT/GAT Interfaces are planned to be applied by mid of 2020. At present, the reference documents are as follows:- 'Ressortübereinkommen' Annex 2 MOAT- LFG §145a (aviation act) and official Minutes from High Level Airspace Policy Body (HLAPB) Dec. 2018

70% 30/06/2020

AOM19.1

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

20% Late

-

The Kick off Meeting with Eurocontrol was conducted on 30th of Nov. 2016 in order to implement the LARA tool, which is planned for final operational implementation in Q4 2020. Main focus will be put on interoperability issues with n-CONECT.

31/12/2020

ASP (By:12/2018)

Austrocontrol

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

FAB CE-wide Study of Dynamic Airspace

Management (DAM) and

STAM

20%

Late

31/12/2020

AOM19.2

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

40% Ongoing

-

The topic is discussed and dealt with in the context of the LARA implementation. Further proceeding is under discussion following the development of the ATM System TopSky / COOPANS. The specific upgrade of the ATM System(s) to enable real-time ASM data exchanges with local ASM support systems is planned by end 2021.

31/12/2021

ASP (By:12/2021)

Austrocontrol

The topic is discussed and dealt with in the context of the LARA implementation. Further proceeding is under discussion following the development of the ATM System TopSky / COOPANS. The specific upgrade of the ATM System(s) to enable real-time ASM data exchanges with local ASM support systems is planned by end 2021.



STAM

40%

Ongoing

31/12/2021


AOM19.3

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

25% Ongoing

-

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

31/12/2021

ASP (By:12/2021)

Austrocontrol

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



STAM

25%

Ongoing

31/12/2021

AOM19.4

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

0% Not yet planned

-

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

-

ASP (By:12/2021)

Austrocontrol

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

- 0%

Not yet planned

-


AOM21.2

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

100% Completed

-

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

10/11/2016

ASP (By:12/2021)

Austrocontrol

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

DEVOPS: FABCE

Development of

Operational Performance

and ATM Strategies (previously Project 1)

100%

Completed

10/11/2016


AOP04.1

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

100% Completed

LOWW - Vienna International Airport

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

31/12/2013

REG (By:12/2010)


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

- 100%

Completed

31/12/2013

ASP (By:12/2011)

Austrocontrol

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

- 100%

Completed

31/12/2011

APO (By:12/2010)

Flughafen Wien AG

The APO SLOAs are completed for Vienna airport. - 100% Completed

31/12/2004

AOP04.2

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

100% Completed


The approval of the changes in the Regulatory Framework has been issued in Dec 2013 30/09/2013

ASP (By:12/2017)

Austrocontrol

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

- 100%

Completed

30/09/2013

APO (By:12/2017)

Flughafen Wien AG

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

- 100%

Completed

31/12/2009


AOP05

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

96% Late


The Airport CDM project has been implemented and reached the status of 'locally implemented' in June 2014. Stepwise completion according to the A-CDM project in order to reach the status of 'full implementation' is conceived until March 2020, dependent on the DPI implementation.

03/03/2020

ASP (By:12/2016)

Austrocontrol

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

Collaborative Decision

Management (CDM) locally

fully implemented

100%

Completed

30/06/2016

APO (By:12/2016)

Flughafen Wien AG

The majority of APO tasks is fulfilled and required specific LoAs were ratified. DPI implementation is late, planned by March 2020

- 92% Late

03/03/2020

AOP10

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

10% Ongoing


Activity to specify the TBS tool has started and was finished in 2017. The function is planned for implementation by end 2022. TBS Project has been nationally set up. Operational, technical and MET experts are very actively involved in procedural and architectural developments, including HMI aspects. Publication aspects with regard to national aeronautical information will be duly respected.

31/12/2022

REG (By:12/2023)


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

- 10%

Ongoing

31/12/2020

ASP (By:12/2023)

Austrocontrol

Activity to specify the TBS tool has started and was finished in 2017. The function is planned for implementation by end 2022. TBS Project has been nationally set up. Operational and technical experts involved in procedural and architectural developments, including HMI aspects. Publication aspects with regard to national aeronautical information will be duly respected.

AF2_MET-Compliance-

Program / TBS4LOWW (Time Based Separation for Vienna

Airport)

10%

Ongoing

31/12/2022


AOP11

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

3% Ongoing


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

31/12/2021

ASP (By:12/2021)

Austrocontrol

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

- 0%

Planned

31/12/2021

APO (By:12/2021)

Flughafen Wien AG

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

- 3%

Ongoing

31/12/2021


AOP12

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

40% Ongoing


For more than 13 years, Vienna TWR operates a very advanced digital Flight Strip System, getting continuously modified to keep a 'state of the art' system (DIFLIS by AVIBIT). In the context of the development of ITWP with Eurocontrol, Austria is very active and supports further implementation activities. General requirements for the Airport Safety Nets including the necessary functionalities have been outlined according to this given AOP objective. Installation planned by end of 2020, but that needs further refinement and confirmation in accordance with the development of AOP13 (Automated Assistance to Controller for Surface Management planning and Routing), which is foreseen to be implemented by end of 2023.

31/12/2020

ASP (By:12/2020)

Austrocontrol

For more than 13 years, a very advanced digital Flight Strip System is in operation, having been updated continuously to reach the state of the art (DIFLIS by AVIBIT). General requirements for the Airport Safety Nets including the necessary functionalities have been outlined according to this given AOP objective. Installation planned by end of 2020, but that needs further refinement and confirmation according to the Project plan in conjunction with AOP13 (Automated Assistance to Controller for Surface Management planning and Routing).

- 40%

Ongoing

31/12/2020

APO (By:12/2020)

Flughafen Wien AG

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

- % Not Applicable

-


AOP13

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

8% Ongoing


Relevant material for coordination and final official NSA approval of procedures is planned by end 2022. Procedures and System implementation for automated assistance to ATCOs for surface movement planning and Routing, based on close coordination with ITWP, is conceived for operational use by end 2023.

31/12/2023

REG (By:12/2023)


Relevant material for coordination and final official approval of procedures is planned by end 2022.

- 0% Planned

31/12/2022

ASP (By:12/2023)

Austrocontrol

Procedures and System implementation for automated assistance to ATCOs for surface movement planning and Routing, based on the developments with ITWP, is conceived for operational use by end 2023

- 10%

Ongoing

31/12/2023

ATC02.8

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

100% Completed

-

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

30/06/2017

ASP (By:12/2016)



- 100%

Completed

30/06/2017

Austrocontrol


- 100%

Completed

30/06/2017


ATC02.9

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

100% Completed

-

STCA fully deployed and implemented in all TMAs of FIR Wien for tracks eligible as target tracks down to 2100 ft

28/11/2015

ASP (By:12/2020)

Austrocontrol

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

- 100%

Completed

28/11/2015

ATC07.1

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

100% Completed


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

08/11/2018

ASP (By:12/2019)

Austrocontrol

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

AMAN LOWW initial / Basic

AMAN

100%

Completed

08/11/2018


ATC12.1

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

100% Completed

-

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

28/11/2015

ASP (By:12/2021)

Austrocontrol

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

- 100%

Completed

28/11/2015

ATC15.1

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

100% Completed

-

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

31/03/2013

ASP (By:12/2019)

Austrocontrol

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

AMAN LOWW initial

100%

Completed

31/03/2013


ATC15.2

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

6% Ongoing

-

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

31/12/2023

ASP (By:12/2023)

Austrocontrol

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

- 6%

Ongoing

31/12/2023


ATC17

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

95% Late

-

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

31/12/2021


ASP (By:12/2018)

Austrocontrol

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

ATM system and Sub-System

evolution for COTR

95%

Late

31/12/2021

COM10

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

100% Completed

-

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

31/12/2014

ASP (By:12/2018)

Austrocontrol

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

- 100%

Completed

31/12/2014


COM11

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

40% Ongoing

-

The objective is planned according to the VoIP roadmap. Initial upgrades for emergency systems are in place, and further upgrades at all Local Approach Units and ATM units at Airport Schwechat were implemented, whereas the final rollout for ATCCV is planned by 2020 at the latest. The voice over IP communication to NMOC has been established since 03/2013. For the Military part, VoIP is planned according to the VoIP project plan closely with ATCCV.

31/12/2020

ASP (By:12/2020)


Planned according to the VoIP Roadmap and the VoIP project plan.

- 40% Ongoing

31/12/2020

Austrocontrol

Planned according to the VoIP roadmap. Initial upgrades for emergency systems in place. Further upgrades at all Local Approach Units and ATM units at Airport Schwechat have been undertaken, whereas final upgrades are planned for ATCCV till 2020 at the latest . The voice over IP communication to NMOC has been established since 03/2013.

Implementation of Voice

over IP technology

40%

Ongoing

31/12/2020

COM12

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

75% Ongoing

-

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

30/11/2019

ASP (By:12/2024)

Austrocontrol

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

- 75%

Ongoing

30/11/2019

APO (By:12/2024)

Flughafen Wien AG

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

- % Not Applicable

-


ENV01

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

100% Completed


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

31/12/2018

ASP (By:12/2023)

Austrocontrol

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

- 100%

Completed

31/12/2018

APO (By:12/2023)

Flughafen Wien AG

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

- 100% Completed

31/12/2013

FCM03

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

68% Late

-

Collaborative flight planning was already fully implemented, but after the deployment of the new ATM System TopSky, it turned out that the AFP activation and provision has been wrongly implemented. Time for corrective actions is under discussion to reach the final operational capability by end of 2019 at the latest.

31/12/2019

ASP (By:12/2017)

Austrocontrol

Collaborative flight planning was already fully implemented, but after the deployment of the new ATM System, it turned out that the AFP activation and provision has been wrongly implemented. Time for correction is under discussion to reach the final operational capability by end of 2019 at the latest.

- 68%

Late

31/12/2019


FCM04.1

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

100% Completed

-

Although FAB CE States are not in the initial applicability area for STAM Phase 1 implementation, FAB CE STAM Working Group was formed as part of FAB CE P3 and tasked with a STAM Live Trial, which was executed in September 2015. Live Trial was used to explore and verify the possibility to introduce the application of STAM Phase 1 in FABCE area. After assessing the results and recommendations coming from the FAB CE STAM LT, FAB CE OPS SC has decided to proceed with STAM Phase 1 implementation in FABCE. The successful Implementation took place in April 2017.

27/04/2017

ASP (By:10/2017)

Austrocontrol

Although FAB CE and Austria are not in the initial applicability area for STAM Phase 1 implementation, FAB CE STAM Working Group was formed as part of FAB CE P3 and tasked with a STAM Live Trial, which was executed in September 2015. Live Trial was used to explore and verify the possibility to introduce the application of STAM Phase 1 in FABCE area. After assessing the results and recommendations coming from the FAB CE STAM LT, FAB CE OPS SC has decided to proceed with STAM Phase 1 implementation in FABCE. Successful implementation took place in April 2017.



STAM

100%

Completed

27/04/2017

FCM04.2

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

10% Ongoing

-

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

31/12/2021

ASP (By:12/2021)

Austrocontrol

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



STAM

10%

Ongoing

31/12/2021


FCM05

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

50% Ongoing

-

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

31/12/2021

ASP (By:12/2021)

Austrocontrol

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



STAM

45%

Ongoing

31/12/2021

APO (By:12/2021)

Flughafen Wien AG

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

- 55%

Ongoing

31/12/2021


FCM06

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

3% Late

-

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

31/12/2024

ASP (By:12/2021)

Austrocontrol

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



STAM

3%

Late

31/12/2024

FCM08

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

0% Late

-

Based on the future TOPSky SWIM developments, the reception and processing of EFPL information will be implemented at a time to be operational in 2024.

31/12/2024

ASP (By:12/2021)

Austrocontrol Based on the future TOPSky SWIM capabilities, the reception and processing of EFPL Information will be installed at a time to be operational in 2024.

- 0% Late

31/12/2024


INF07

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

48% Late

-

The Ministry of Transport has launched and signed the national eTOD policy in 2016 and does foresee the establishment of oversight and all regulatory tasks and activities for the eTOD implementation in accordance with this objective's deadlines. The implementation of the eTOD objective and its requirements is planned to be ready by mid 2019 by Austro Control and Airport Vienna.

01/07/2019

REG (By:05/2018)


The Ministry of Transport has launched and signed the national eTOD policy in 2016 and does foresee the establishment of oversight and all regulatory tasks and activities for the eTOD implementation in accordance with this objective's deadlines. The implementation of the eTOD objective and its requirements is planned to be ready by mid of 2019 by Austro Control and by Airport Vienna, according to the national eTOD policy. Two Task Forces have been established, dealing with technical issues and legal issues, respectively.

- 55%

Late

01/07/2019

ASP (By:05/2018)

Austrocontrol The implementation of the eTOD requirements is planned to be ready by June 2019.

eTOD Database Phase 1

70% Late

30/06/2019

APO (By:05/2018)

Flughafen Wien AG

The Airport Vienna intends to implement the required activities for the collection, management and provision of eTOD in accordance with the national eTOD policy by mid of 2019

- 10%

Late

30/06/2019

INF08.1

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

6% Ongoing

-

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

31/12/2024

ASP (By:12/2024)

Austrocontrol SWIM components have been partially procured and installed, but full coverage of PCP pending.

- 10% Ongoing

31/12/2024

MIL (By:12/2024)


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

- 10% Ongoing

31/12/2024

APO (By:12/2024)

Flughafen Wien AG

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

- 0% Not yet planned

-


ITY-ACID

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

92% Ongoing

-

Since 31/03/2015 the basis for correlation is the downlinked ACID by means of Mode S and A-WAM. The required evidences to reach more than 50% have been delivered in time to reach the first milestone in March 2015. The next step to reach 100% of individual aircraft identification using the downlinked aircraft identification feature is foreseen by mid of 2019.

30/06/2019

ASP (By:01/2020)

Austrocontrol

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

ACID Phase 2 Mode S and

WAM implementati

on

92%

Ongoing

30/06/2019

ITY-ADQ

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

71% Late

-

A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and was consequently approved by NSA. Most of the formal arrangements have been already signed, out of them all 6 international Airports and several Austro Control internal originators and a few obstacle originators (surveyors) Today not all parties, referred to in ADQ Article 2(2b) and Article 2(2c) have signed the formal arrangement yet. The national legal framework for the origination of aeronautical data according to the ADQ regulation is published, including the need of having a signed formal arrangement with Austro Control in order to supply aeronautical data in compliance with the ADQ regulation. Due to the high amount of ADQ affected obstacle originators in Austria, the implementation date is dependent on the full implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 30/06/2019. Airport Vienna: Documentation related to certification has been officially provided to the NSA and access authorisations have been provided accordingly. The required statement of compliance has been provided to the NSA. MIL is going to elect case by case to apply specific lines of Action, bearing in mind that a high level military quality management system meeting the safety and security management objectives has been implemented, documented and is maintained - Military internal processes such as safety and security management stick to national MIL requirements and quality Standards and are subject to continuous improvement processes

31/12/2019

REG (By:06/2017)

- Late



A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and has been approved by NSA. Most of the formal arrangements have been already signed, out of them all 6 international Airports and several Austro Control internal originators and a few obstacle originators (surveyors) Today not all parties referred to in ADQ Article 2(2b) and Article 2(2c) have signed the formal arrangement yet. The national legal framework for the origination of aeronautical data according to the ADQ regulation is published, including the need of having a signed formal arrangement with Austro Control in order to supply aeronautical data in compliance with the ADQ regulation. Due to the high amount of ADQ affected obstacle originators in Austria, the implementation date is dependent on the full implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 30/06/2019.

62% 30/06/2019


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

- 10%

Late

31/12/2019

ASP (By:06/2017)


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

- 40%

Late

31/12/2019


Austrocontrol

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

AF5 AIM Compliance

Pogram

93%

Late

31/12/2019

APO (By:06/2017)

Flughafen Wien AG

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

- 100%

Completed

31/12/2017

ITY-AGDL

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

100% Completed

-

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

30/11/2014

REG (By:02/2018)


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

- 100% Completed

31/08/2014

ASP (By:02/2018)

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

- 100% Completed

30/11/2014

MIL (By:01/2019)


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

- % Not Applicable

-


ITY-AGVCS2

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

79% Ongoing

-

8.33 kHz conversion is ongoing. The Notification for OPC assignments was transmitted to the European Commission in June 2016 and further requirements for the remaining stakeholders will be fulfilled in time. The frequency conversion at ANSP level is completed. Frequencies assigned to ATIS and Volmet have been converted to 8,33 kHz channel spacing in June 2018. MIL: 8,33 kHz conversions will be ready by 12/2023 according to the new national MIL conversion plan. MIL carrier aircraft are equipped, major part of the other mil A/C will be equipped by end 2023 in accordance with the exemption rule. For Airport VIE: the required FRQ assignments and conversions to 8,33 kHz for all radio Equipments were achieved at the end of 2017.

31/12/2020

REG (By:12/2018)


8.33 kHz conversion is ongoing according to the national FRQ conversion plan. The Notification for OPC assignments was transmitted to the commission in June 2016 and requirements for the remaining stakeholders will be fulfilled in time. Frequencies assigned to ATIS and Volmet have been converted to 8,33 kHz channel spacing as of July 2018.

- 100%

Completed

21/06/2018


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

- 100%

Completed

31/12/2018

ASP (By:12/2018)

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

8,33 FRQ channel

spacing below FL195

100%

Completed

21/06/2018


8,33 kHz conversions will be ready by mid 2019 according to the national MIL conversion plan. MIL carrier aircraft are already equipped to a major part, fully converted by end 2017 at the latest. Local exemptions for MIL aircraft are envisaged till 2020.

- 78%

Late

30/06/2019

MIL (By:12/2020)


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

- 30%

Ongoing

31/12/2020

APO (By:12/2018)

Completed


Flughafen Wien AG

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

8,33 FRQ channel

spacing below FL195

100% 31/12/2017


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

- 10%

Late

30/06/2019

ITY-FMTP

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

100% Completed

-

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

30/09/2015

ASP (By:12/2014)

Austrocontrol

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

- 100%

Completed

30/09/2015

MIL (By:12/2014)


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

- % Not Applicable

-


ITY-SPI

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

66% Ongoing

-

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

31/12/2021

REG (By:02/2015)


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

- 100% Completed

31/10/2012

ASP (By:02/2015)

Austrocontrol

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

- 100%

Completed

31/03/2014

MIL (By:06/2020)


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

- 10%

Late

31/12/2021


NAV03.1

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

100% Completed

-

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

31/12/2014

ASP (By:12/2023)


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

- % Not Applicable

-

Austrocontrol

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

- 100%

Completed

31/12/2014

NAV03.2

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

60% Ongoing

-

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

31/12/2023

ASP (By:12/2023)

Austrocontrol

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

- 60%

Ongoing

31/12/2023


NAV10

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

100% Completed

-

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

31/12/2013

REG (By:12/2023)


AMCs are generally not converted into national regulations.

- 100% Completed

31/12/2010

ASP (By:12/2023)

Austrocontrol

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

- 100%

Completed

31/12/2013

SAF11

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

100% Completed

-

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

31/12/2015

REG (By:01/2018)


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

- 100%

Completed

31/12/2015

ASP (By:12/2014)

Austrocontrol

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

- 100%

Completed

31/12/2013

APO (By:12/2014)

Flughafen Wien AG

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

- 100%

Completed

31/12/2013


Additional Objectives for ICAO ASBU Monitoring

AOM21.1

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

100% Completed

-

Within the AoR of ACC Wien, Direct Routing Airspace had been identified and DCT Connections were implemented from FL165 / FL245 up to FL660 until November 2016. The SAXFRA area of application is available H24 and is not constrained by FIR or State boundaries. The SAXFRA area will consist of those areas where the following units provide ATS: ACCs Wien (except BUDEX Area) and Ljubljana, APP units Wien, Graz, Innsbruck (East of Rocky line), Klagenfurt, Linz, Salzburg (except Königssee Area), Ljubljana, Maribor and Portoroz (see attached map). As of 10NOV2016 ATS Routes within SAXFRA will be permanently withdrawn except for: - ATS routes within areas of responsibility of APP Maribor and Portoroz to provide ATS without the use of ATS surveillance equipment. - A set of ATS routes within FIR Wien below 9500FT AMSL for NON RNAV equipped flights. Under the umbrella of the overall FABCE airspace planning, this step has been elaborated and coordinated with all FABCE Partners.

10/12/2015

ASP (By:12/2017)

Austrocontrol

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

- 100%

Completed

10/12/2015


ATC02.2

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

100% Completed

-

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

31/03/2013

ASP (By:01/2013)


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

- 100%

Completed

31/03/2013

Austrocontrol

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

- 100%

Completed

31/03/2013

ATC16

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

100% Completed

-

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

31/03/2015

REG (By:12/2015)


Austria fulfils the supervising obligations in accordance with EU regulation 1332/2011

- 100%

Completed

31/12/2014

ASP (By:03/2012)

Austrocontrol

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

- 100% Completed

31/03/2012

MIL (By:12/2015)


MIL transport A/C have been equipped since March 2015

- 100% Completed

31/03/2015


FCM01

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

100% Completed

-

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

31/12/2008

ASP (By:07/2014)

Austrocontrol

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

- 100%

Completed

31/12/2008

ITY-COTR

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

100% Completed

-

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

31/10/2014

ASP (By:12/2012)

Austrocontrol

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

- 100% Completed

31/10/2014

MIL (By:12/2012)


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

- % Not

Applicable

-


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

AOP14 Remote Tower Services Applicability and timescale: Local

% Not yet planned


At present, there are no firm plans for Remote TWR Services in Austria -

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

% Not yet planned

-

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

-

ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local

% Completed


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

31/12/2012

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

100% Completed


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

30/11/2016

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

60% Ongoing

-

In 2018, Austro Control will finish the full development (from design to operational implementation) for the first Point In Space rotorcraft procedures within Austria for three helipads locations. In a subsequent stage, the rotorcraft environment will be supplemented through low-level IFR routes.

31/12/2021


ANNEXES

Specialists involved in the ATM implementation reporting for Austria

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point Austro Control Martin STIEBER

LSSIP Focal Point for NSA/CAA MoT / BMVIT Alfred GULDER

LSSIP Focal Point for ANSP Austro Control Martin STIEBER

LSSIP Focal Point for Airport Airport VIE Franz EHMOSER

LSSIP Focal Point for Military MoD / BMLV Obstlt Franz LINECKER

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person DECMA/ACS/PRM Agnieszka DYBOWSKA


National Stakeholders’ Organisation Charts

The Federal Ministry for Transport, Innovation and Technology (bmvit)

https://www.bmvit.gv.at/ministerium/organisation/downloads/orgeinseitig.pdf

https://www.bmvit.gv.at/ministerium/organisation/downloads/orgeinseitig.pdf


Austro Control GmbH

www.austrocontrol.at

Organisational Chart as of 01/01/2019:

Organisational Chart until 31/12/2018:

http://www.austrocontrol.at/


Airport Vienna

http://www.viennaairport.com

http://www.viennaairport.com/


Implementation Objectives’ links with SESAR, ICAO and DP

Objective SESAR

Key Feature

ICAO ASBU

B0 and B1 DP Family

AOM13.1

- -

AOM19.1

B1-FRTO

B1-NOPS 3.1.1 ASM Tool to support AFUA

AOM19.2

B1-FRTO

B1-NOPS 3.1.2 ASM management of real time airspace data

AOM19.3

B1-FRTO

B1-NOPS

3.1.3 Full rolling ASM/ATFCM process and ASM

information sharing

AOM19.4 B1-FRTO

B1-NOPS

3.1.4 Management of dynamic airspace

Configurations

AOM21.1

B0-FRTO -

AOM21.2

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

3.2.4 Implement Free Route Airspace

AOP04.1

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP04.2

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP05

B0-ACDM

B0-RSEQ

2.1.1 Initial DMAN

2.1.3 Basic A-CDM

AOP10

B1-RSEQ 2.3.1 Time Based Separation (TBS)

AOP11

B1-ACDM 2.1.4 Initial Airport Operations Plan (AOP)

AOP12 -

2.1.2 Electronic Flight Strips (EFS)

2.5.1 Airport Safety Nets associated with A-SMGCS level 2

2.5.2

AOP13

B1-ACDM

B1-RSEQ 2.4.1 A-SMGCS Routing and Planning Functions

AOP14

B1-RATS -

ATC02.2

B0-SNET -

ATC02.8

B0-SNET

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

ATC02.9

B0-SNET

B1-SNET -

ATC07.1

B0-RSEQ 1.1.1 Basic AMAN

ATC12.1

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

ATC15.1

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC15.2

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC16

B0-ACAS -

ATC17

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


ATC18

- No direct link, although implementation is recommended in Family 3.2.1

COM10

- -

COM11 -

3.1.4 Management of Dynamic Airspace Configurations

3.2.1 Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings

(DCTs) and Free Routing Airspace (FRA)

COM12

B1-SWIM 5.1.2 NewPENS: New Pan-European Network Service

5.2.1 Stakeholders Internet Protocol Compliance

ENV01

B0-CDO

B1-CDO -

ENV02

- -

ENV03

B0-CCO -

FCM01

B0-NOPS -

FCM03

B0-NOPS 4.2.3 Interface ATM systems to NM systems

FCM04.1

- 4.1.1 STAM phase 1

FCM04.2

B0-NOPS 4.1.2 STAM phase 2

FCM05

B1-ACDM

B1-NOPS

4.2.2 Interactive Rolling NOP

4.2.4 AOP/NOP Information Sharing

FCM06

B1-NOPS 4.4.2 Traffic Complexity tools

FCM07

B1-NOPS 4.3.1 - Target Time for ATFCM purposes

4.3.2 - Reconciled target times for ATFCM and arrival sequencing

FCM08

B1-FICE 4.2.3 Interface ATM systems to NM systems

FCM09

B1-NOPS -

INF04

B0-DATM -

INF07

- 1.2.2 Geographical database for procedure design

INF08.1

B1-DATM

B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.3.1, 5.4.1, 5.5.1,

5.6.1

INF08.2

B1-DATM

B1-SWIM 5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.6.2

ITY-ACID

- -

ITY-ADQ

B0-DATM 1.2.2 Geographical database for procedure design

ITY-AGDL

B0-TBO

6.1.1 ATN B1 based services in ATSP domain

6.1.3 A/G and G/G Multi Frequency DL Network in defined European

Service Areas

6.1.4 ATN B1 capability in Multi Frequency environment in Aircraft

Domain

ITY-AGVCS2

- -

ITY-COTR

B0-FICE -

ITY-FMTP

B0-FICE

B1-FICE -

ITY-SPI

B0-ASUR -


NAV03.1 B0-CDO

B0-CCO

B1-RSEQ

-

NAV03.2

B1-RSEQ 1.2.3 RNP 1 Operations in high density TMAs (ground capabilities)

1.2.4 RNP 1 Operations (aircraft capabilities)

NAV10

B0-APTA 1.2.1 RNP APCH with vertical guidance

1.2.2 Geographic Database for procedure design

NAV12

B1-APTA -

SAF11

- -

Legend:

Objective’s link to SESAR Key Feature:






Glossary of abbreviations

This Annex mostly shows only the Abbreviations that are specific to the LSSIP Austria.

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


Term Description

A-ATMS Austrian ATM system

ACAS Airborne Collision Avoidance System

ACC Area Control Centre

AF ATM Functionality

AFTN Aeronautical Fixed Telecommunication Network

AIS Aeronautical Information Services

AMAN Arrival Management

AMC Airspace Management Cell

ANS Air Navigation Services

AOP Airport Operations (domain)

APP Approach Control Service

APW Area Proximity Warning

ASM Airspace Management

A-SMGCS Advanced Surface Movement Guidance and Control System

ASP ATS Provider

ATC Air Traffic Control

ATCO Air Traffic Control Officer

ATFM Air Traffic Flow Management

ATM Air Traffic Management

ATS Air Traffic Services

Bmvit Austrian: Bundesministerium für Verkehr, Innovation und Technologie (MoTIT)

CEO Chief Executive Officer

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

CNS Communication, Navigation and Surveillance

COM Communications (domain)

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

CP Contact Person

EAD European AIS Data Base

EATM European Air Traffic Management Programme




EC European Commission

ECAC European Civil Aviation Conference

ESSIP European Single Sky and ImPlementation

ENV Environment

EU European Union

EUR ICAO European Region

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

FCM Flow and Capacity Management (domain)

FIR Flight Information Region

FL Flight Level

FMP Flow Management Position

FT Fast Track

FUA Flexible Use of Airspace (concept)

GAT General Air Traffic

GNSS Global Navigation Satellite System

HUM Human Resources (domain)

IATA International Air Transport Association

ICAO International Civil Aviation Organisation

ILS Instrument Landing System

JAA Joint Aviation Authorities

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

LSSIP Local Single Sky and ImPlementation

LoA Letter of Agreement

MET Meteorology

MIL Military

MoD Ministry of Defence

MS Member State

MoTIT Federal Ministry for Transport, Innovation and Technology

NAV Navigation (domain)

NG AATMS New Generation Austrian ATM System

NMOC Network Management Operation Cell

NSA National Supervisory Authority

NSP Network Strategic Plan

OAT Operational Air Traffic

OLDI On Line Data Interchange

OPS Operations

OR Operational Requirements

ORD Operational Requirements Document

PC Provisional Council

PCP Pilot Common Project

PDP Preliminary Deployment Programme


PRC Performance Review Commission

PRB Performance Review Board

R&D Research and Development

RNAV Area Navigation

RVR Runway Visual Range

RVSM Reduced Vertical Separation Minimum

SAF Safety (domain)

S-AF Sub ATM Functionality

SAXFRA Slovenian Austrian Cross Border Free Route Airspace

SLoA Stakeholder Line of Action

SMGCS Surface Movement Guidance and Control System

SMS Safety Management System

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

STCA Short Term Conflict Alert

SUR Surveillance (domain)

TACT Tactical Flow Management

TCAS Traffic alert and Collision Avoidance System

TF Task Force

TMA Terminal Control Area

TOPSKY Austrian ATM system provided by Thales

ToR Terms of Reference

UAC Upper Area Control /Centre

UIR Upper flight Information Region


Mature SESAR Solutions not associated to an Implementation Objective

SESAR

Solution

Code

SESAR

Solution Title Solution Description

Has the SESAR

Solution been

implemented in

your State? (Y-N)

- if “Yes”

please report

where

Are there

implementation

plans in your State

for the SESAR

Solution? (Y-N-N/A)

- If “Yes” please

report when and

where

implementation is

planned

- If “N/A” please

provide justification


#01 Runway status

lights

RWSL (RunWay Status Lights), a

fully automatic system based on A-

SMGCS surveillance that can be

used on airports to increase safety

by preventing runway incursions

and associated operational

procedures.

The system directly provides the

information on runway usage to

the vehicle drivers and flight crews

through new airfield lights.

NO

N

at present no plans (no

specific

implementation for

vehicle drivers and

flight crews conceived

in LOWW)

#04

Enhanced traffic

situational

awareness and

airport safety

nets for vehicle

drivers

Operational requirements and

technical specifications to detect a

risk of collision between a vehicle

with aircraft and the infringement

of restricted or closed areas.

The Vehicle Driver is provided with

the appropriate alert, either

generated by the on-board system

or uplinked from the controller

airport safety net.

NO

Y

will be considered in

the Integrated Tower

Working Position which

is in its early stages at

the moment

#23

D-TAXI service

for controller-

pilot datalink

communications

(CPDLC)

application

Use of data link communications

between the Tower Controllers and

the flight crew during surface

movement.

It is based on the D-TAXI service

from the CPDLC application, as

standardised by RTCA

SC214/EUROCAE WG78 (DO-350 &

DO-351). It also includes the access

to this service for end users,

through the Tower CWP for the

ATCO and through the aircraft

DCDU for the flight crew.

NO

Y

will be considered in

the Integrated Tower

Working Position which

is in its early stages at

the moment

http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/runway-status-lights

http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/runway-status-lights

https://www.eatmportal.eu/working/data/sesar_solutions/5733658






http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/d-taxi-service-cpdlc-application







#47

Guidance

assistance

through airfield

ground lighting

Enhanced Guidance Assistance to

mobiles based on the automated

switching of Taxiway lights and Stop

bars according to the Airfield

Ground Lighting (AGL) operational

service

Provision of flight crew and vehicle

drivers with supplementary means

of guidance based on coupling the

taxi route management with the

airfield ground lighting. Taxiway

centreline lights are automatically

and progressively switched on in

segments as the mobile progresses

along its assigned route. Stop bars

are automatically activated to mark

clearance limit. The ATCO can issue

simpler and shorter taxi clearances

through a "FOLLOW THE GREENS"-

type instruction

NO N

at present no plans

#48

Virtual block

control in low

visibility

procedures

(LVPs)

In low visibility conditions, the

tower controller working positions

are provided with Virtual Stop Bars

(VSB) to improve low visibility

operations and enhance

controllers¿ situational awareness.

Virtual Stop Bars can be used by the

controller to reduce block-sizes

once procedural control applies.

Additional controller safety nets

will be available to indicate

violations of Stop Bars (including

Virtual Stop Bars) and to monitor

aircraft for any kind of

unauthorized movement (Watch

Dog).

NO N

at present no plans

#54

Flow based

integration of

arrival and

departure

management

Integrated Arrival and Departure

management aims at increasing

throughput and predictability at an

airport by improved co-ordination

between En Route/Approach and

Tower controllers. Arrival and

Departure flows to the same

runway (or for dependent runways)

are integrated by setting up fixed

arrival departure pattern for

defined periods. The successive

pattern might be chosen by the

operators or provided by an

optimization algorithm considering

arrival and departure demand.

Departure flow to the runway is

managed by pre-departure

sequencing (integrating route

planning) while arrival flow to the

runway is managed by arrival

metering

NO

Y

Basic AMAN has been

operationally

implemented for

LOWW in Nov. 2018,

further integrated DEP

management is

conceived.

http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/guidance-assistance-through-airfield-ground-lighting




http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/virtual-block-control-low-visibility-procedures-lvps





http://www.sesarju.eu/sesar-solutions/high-performing-airport-operations/flow-based-integration-arrival-and-departure






#55

Precision

approaches

using GBAS

Category II/III

This SESAR Solution aims at

improving Low Visibility Operation

using GBAS Cat II/III based on GPS

L1

The main benefit is the increased

runway capacity in poor weather

conditions as the glide path and

azimuth signals will face hardly any

interference from previous landing

aircraft or other obstacles. More

sustained accuracy in aircraft

guidance on final approach.

The GBAS is a precision approach

system relying on GNSS signals and

composed of ground and airborne

segments. GBAS supports

enhanced level of service for all

phases of approach, landing and

departure.

GBAS CATII/III GPS L1 is the

outcome of the extensive work in

SESAR WP9 and 15 in addition to

project 6.8.5 involving main

European ground systems

manufacturers and airborne

industry. The solution is based on

the existing single frequency GPS L1

signals and is considered as an

initial GBAS CAT II/III solution as the

final solution should make use of

multi-constellation multi-

frequency signals.

The GBAS CATII/III L1 system should

enable

- Automatic Approach and Landing

down to Cat IIIb minima for

Mainline Aircraft

- Automatic roll-out, DH < 50 ft

down to no DH & RVR between

50m and 200m

- Automatic Approach and Landing

down to Cat II or Cat IIIa minima for

Business and Regional Aircraft

- 50 ft < DH < 200 ft & 200 m < RVR

< 550m

- CAT IIIb considerations for

Business Aircraft for possible future

use

- Guided take-off is integrated in

the reflexion

NO

N

According to poor

experiences with GBAS

implementation

attempts in Austria, the

GBAS system is not

mature enough to be a

replacement for ILS.

Moreover, an

equipment rate of 50%

is considered as

minimum to start

operational

implementation.

#61

A low-cost and

simple departure

data entry panel

for the airport

controller

working position

The use of a simple Airport

Departure Data Entry Panel

(ADDEP) improves the integration

of small regional airports by

providing a low-cost solution to

compute and share aircraft

electronic pre-departure data to

the ATM network, between the

tower and approach controllers, as

NO

N/A

all regional airports

(LOWG, LOWK, LOWI,

LOWS, LOWL) are fully

integrated in the ATM

System referring to NM

data exchange

http://www.sesarju.eu/sesar-solutions/high-performing-airport-operations/precision-approaches-using-gbas-cat-iiiii-based




http://www.sesarju.eu/sesar-solutions/airport-integration-and-throughput/controller-working-position-cwp-airport-low-cost







well as the tower and the Network

Manager.

#70

Enhanced

ground

controller

situational

awareness in all

weather

conditions

Enhanced Ground Controller

Situation Awareness in all Weather

Conditions further develops ADS-B

applications in order to improve

ground surveillance systems. The

solution provides the controller

with the position and automatic

identity of all relevant aircraft and

all relevant vehicles in the

movement area (i.e. manoeuvring

area plus apron).

Y

Y

Fully implemented

using SMR and

Multilateration. Veelos

deployed in all VIE

vehicles

#116

De-icing

management

tool

The solution increases the accuracy

of information related to when the

procedure is going to take place,

how long it will take and when the

aircraft will be ready to taxi for

departure, which is currently

calculated by predetermined

estimates. The solution means that

air traffic controllers no longer

need to work without situational

awareness of de-icing activities and

needing to make their own

estimates of when aircraft are

ready for departure. The solution

envisages that de-icing operations

are no longer characterised by the

A-CDM concept as ‘adverse

conditions’, i.e. a state that is in

need of collaborative recovery

procedures, but rather a part of

normal operations in the winter

period.

The DIMT allows for the scheduling

and monitoring of de-icing

operations. It is an internet

browser-based tool that addresses

three distinct procedures for de-

icing:

- Remote de-icing, which occurs at

a specific location on the airport

away from the parking stand;

- On-stand de-icing, which occurs

just before the aircraft leaves its

stand; and

- After-push de-icing, which occurs

after the aircraft has pushed back

from the stand and is positioned to

start taxiing after de-icing.

Y

(LOWW)

Y

'De-icing Functionality'

has been implemented

in context of the actual

CDM implementation


http://www.sesarju.eu/sesar-solutions/airport-integration-and-throughput/enhanced-ground-controller-situation-awareness







http://www.sesarju.eu/sesar-solutions/high-performing-airport-operations/de-icing-management-tool




#06

Controlled time

of arrival (CTA)

in medium-

density/medium-

complexity

environments

The CTA (Controlled Time of Arrival)

is an ATM imposed time constraint

on a defined point associated with

an arrival runway, using airborne

capabilities to improve arrival

management. When a time

constraint is needed for a flight, the

ground system may calculate a CTA

as part of the arrival management

process, and then it may be

proposed to the flight for

achievement by avionics within

required accuracy. Airborne

information may be used by the

ground system in determining the

CTA (e.g. ETA min/max) and in

monitoring the implementation of

the CTA.

NO

Y

In the context of AMAN

implementation for

Vienna, TTL/TTG and/or

CTA will be part of the

technical and

procedural deployment

#08

Arrival

management

into multiple

airports

The system provides support to

coordination of traffic flows into

multiple airports to enable a

smooth delivery to the runways.

The 'Center Manager' (CMAN)

which accompanies the AMANs of

the airports generates a combined

planning for several arrival streams

into different airports by

calculating the sequence of aircraft

flying towards an area where their

routes intersect. By imposing an

adequate spacing of the aircraft in

that area, a Time To Lose (TTL) for

the appropriate upstream E-TMA

sector is calculated to meet this

constraint. Both AMAN-TTL for the

runway and TTL for the E-TMA

sector are superimposed and

presented to the upstream en-

route sector controllers.

NO

N

no centre manager

conceived

#10

Optimised route

network using

advanced RNP

Based on Advanced-RNP navigation

specification, design of optimised

routes e.g spaced parallel routes,

Fixed Radius Transition (FRT) and

Tactical Parallel Offset (TPO)

further enhanced by onboard

performance monitoring and

alerting and the execution of more

predictable aircraft behaviour

NA

In Austria Free Route

Airspace (FRA) has

been implemented

from GND to FL660

(UNL)

#11

Continuous

descent

operations

(CDO) using

point merge

Progressive implementation of

procedures for Continuous Descent

Operations (CDO) and Continuous

Climb Operations (CCO) in higher

density traffic or to higher levels,

optimised for each airport

arrival/departure procedure

Y

(LOWW)

Vienna:

On a strategic aspect,

SIDs and STARs are

designed such to

enable a CDO/CCO to

the maximum extent

possible. Moreover, on

a tactical basis, flights

receive clearances to

allow for a continuous

climb/descent

http://www.sesarju.eu/sesar-solutions/advanced-air-traffic-services/controlled-time-arrival-cta-medium-densitymedium






http://www.sesarju.eu/sesar-solutions/advanced-air-traffic-services/arrival-management-multiple-airports




http://www.sesarju.eu/sesar-solutions/advanced-air-traffic-services/optimised-route-network-using-advanced-rnp



http://www.sesarju.eu/sesar-solutions/advanced-air-traffic-services/continuous-descent-operations-cdo






whenever traffic

allows.

#69

Enhanced STCA

with down-

linked

parameters

STCA (Short Term Conflict Alert) is a

ground-based system designed and

deployed to act as a safety net

against collisions. The system,

which can be used in both en-route

and TMAs, generates an alert to

warn air traffic controllers for when

separation minima between

aircraft have been infringed upon.

The system makes use of down-

linked aircraft parameters (DAP)

available through Mode S

EnHanced Surveillance (EHS) (i.e.

Selected Flight Level, Roll

angle/Track angle rate) are to

increase the reliability and accuracy

of the alerts.

Y

(ACC/APP Wien)

in operation including

'selected flight level'

#105

Enhanced

airborne collision

avoidance

system (ACAS)

operations using

the autoflight

system

New altitude capture laws aim to

reduce unnecessary ACAS alarms

and reduce the risk of mid-air or

near mid-air collisions between

aircraft as a last-resort safety net,

by automatically reducing the

vertical rate at the approach of the

selected flight level (only when a

Traffic Advisories-TA occurs),

leading to less traffic perturbation,

while not increasing flight crew

workload.

N/A

N/A

TCAS with traffic

advisory is in operation.

ATC is not a direct user

of the ACAS system,

but will receive

considerable benefit

from

both concepts as a

result

of reduced false alerts,

and greater consistence

of

execution of RAs.

#107

Point merge in

complex

terminal

airspace

This new procedure design builds

upon precision navigation

technology (P-RNAV concept) for

merging traffic into a single entry

point, which allows efficient

integration and sequencing of

inbound traffic together with

Continuous Descent Approaches

(CDA).

N/A

N/A

Considering the

Airspace design,

Point Merge is not

conceived to improve

the integration and

sequencing of inbound

traffic to LOWW

#108

Arrival

Management

(AMAN) and

Point Merge

Point Merge in high density

environment and complex

Extended TMA (E-TMA) sectors

replaces radar vectoring with a

more efficient and simplified traffic

synchronisation mechanism that

reduces communication workload

and increases collective traffic

predictability.

NA

N/A

Considering the

Airspace design,

Point Merge is not

conceived to improve

the integration and

sequencing of inbound

traffic to LOWW.

AMAN is in operations

since Nov 2018.


http://www.sesarju.eu/sesar-solutions/conflict-management-and-automation/enhanced-stca-down-linked-parameters




http://www.sesarju.eu/sesar-solutions/conflict-management-and-automation/enhanced-airborne-collision-avoidance-system-acas











http://www.sesarju.eu/sesar-solutions/traffic-synchronisation/arrival-management-aman-and-point-merge





#57

User-driven

prioritisation

process (UDPP)

departure

Airspace Users are allowed to

change among themselves (via the

pre-departure management

process in CDM airports) the

priority order of flights in the pre-

departure sequence. The departure

time will be automatically

communicated/coordinated with

the Network Management

Function (NMF) via the DPI

message as described in the A-CDM

concept.

NO

Y

initial plans are

available - further

development after the

A-CDM status 'fully

implemented' will have

been achieved


#34

Digital

Integrated

Briefing

The current pre-flight briefing for

the pilot includes pages of

information, called notice to

airmen (NOTAM), recent weather

reports and forecasts (MET), which

have to be integrated into a

consolidated operational picture.

The documents can be difficult for

pilots to use, and no longer satisfy

today’s air traffic needs for timely

and accurate aeronautical and

meteorological information

updates. By introducing digital

NOTAM and MET data, the briefing

could be radically improved.

N

N

but…:

Local interfaces are

already implemented,

and dependent on

further development of

EAD, the digital

integrated briefing

might be implemented

at any time.

#67

AOC data

increasing

trajectory

prediction

accuracy

Europe’s vision to achieve high-

performing aviation by 2035 builds

on the idea of trajectory-based

operations – meaning that aircraft

can fly their preferred trajectory

while minimising constraints due to

airspace and service configurations.

SESAR has introduced an early

version which makes use of flight

planning data sourced from airline

operational control (AOC) to help

controllers optimise aircraft flight

paths. This solution represents an

initial step towards the extended

flight plan solution and flight and

flow information for a collaborative

environment (FF-ICE).

NO

N

no plan (FFICE when

feasible)

#100

ACAS Ground

Monitoring and

Presentation

System

The ACAS provides resolution

advisories (RAs) to pilots in order to

avoid collisions. Controllers rely on

pilots to report RAs by radio as they

occur in accordance with ICAO

regulations. However these reports

can come late, incomplete or are

absent in some instances. This

solution consists of a set of

monitoring stations and a server

system, which enable the

continuous monitoring and analysis

YES

(FIR Wien)

AWAM receives

ACAS messages and

generates an

immediate

information to the

Controllers.

AWAM corresponds

to the solution of a

set of monitoring

ground stations and

N

at present no further

plans.

http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/user-driven-prioritisation-process-udpp-departure




https://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/digital-integrated-briefing



http://www.sesarju.eu/sesar-solutions/moving-airspace-4d-trajectory-management/irline-operational-centre-aoc-data





http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/acas-ground-monitoring-system





of ACAS RAs and coordination

messages between airborne units

from the ground.

a server system

which enables the

continuous

monitoring and

analysis of ACAS

RAs and

coordination

messages between

airborne units from

the ground.

#101 Extended hybrid

surveillance

This solution consists of an

enhanced TCAS capability, adding

passive surveillance methods and

reducing the need for active Mode-

S interrogations. By making fewer

active interrogations, this solution

allows the aircraft to significantly

reduce the usage of the 1090 MHz

frequency.

NO N

at present no plans

#102

Aeronautical

mobile airport

communication

system

(AeroMACS)

The aeronautical mobile airport

communication system

(AeroMACS) offers a solution to

offload the saturated VHF datalink

communications in the airport

environment and support new

services. The technical solution

AeroMACS is based on commercial

4G technology and uses the IEEE

802.16 (WiMAX) standard.

Designed to operate in reserved

(aeronautical) frequency bands,

AeroMACS can be used for ANSPs,

airspace users and airport authority

communications, in compliance

with SESAR’s future

communication infrastructure (FCI)

concept. AeroMACS is an

international standard and

supports globally harmonised and

available capabilities according to

ICAO Global Air Navigation Plan

(GANP).

NO

N

activity ongoing to

observe AreoMACS

introduction

(performance) and

acceptance of Airspace

Users.

#109

Air traffic

services (ATS)

datalink using

Iris Precursor

The Iris Precursor offers a viable

option for ATS datalink using

existing satellite technology

systems to support initial four-

dimensional (i4D) datalink

capability. The technology can be

used to provide end-to-end air–

ground communications for i4D

operations, connecting aircraft and

air traffic management ground

systems.

NO

N

activity ongoing to

observe EASA RMT for

certification

http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/improved-hybrid-surveillance

http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/improved-hybrid-surveillance

http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/aeronautical-mobile-airport-communication-system





http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/air-traffic-services-ats-datalink-using-iris





#110

ADS-B

surveillance of

aircraft in flight

and on the

surface

The SESAR solution consists of the

ADS-B ground station and the

surveillance data processing and

distribution (SDPD) functionality.

The solution also offers mitigation

techniques against deliberate

spoofing of the ground system by

outside agents. These techniques

can also be used to cope with

malfunctioning of avionics

equipment. SESAR has contributed

to the relevant standards, such as

EUROCAE technical specifications,

incorporating new functionalities

developed for the ADS-B ground

station, ASTERIX interface

specifications as well as to the

SDPD specifications.

NO

YES

ADS-B integration till

2020

#114

Composite

Surveillance

ADS-B / WAM

By allowing the use of ADS-B data

that has been validated against

data derived in parallel by a WAM

system, the system can help to

reduce the number of

interrogations and number of

replies and therefore reduce the

1030/1090 MHz RF load and

improve spectrum efficiency. It

achieves this through the

integration of validated data items

into the WAM channel, thereby

preventing a need to re-interrogate

the data item.

Since the two surveillance layers

share hardware components, the

system offers improved cost

efficiency. Furthermore, the use of

the system contributes to an

improved security by successfully

mitigating associated ADS-B

threats.

SESAR has contributed to the

relevant standards, such as

EUROCAE technical specifications

for WAM and ADS-B that are

implementing this “composite”

concept.

Partly YES

(FIR Wien)

AWAM consists of

74 ADS-B capable

receivers, whereas

ADS-B data is

already used to

reduce 1030

interrogations.

YES

ADS-B integration till

2020

http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/ads-b-surveillance-aircraft-flight-and-surface





http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/composite-surveillance-ads-b-wam



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