Local Single Sky ImPlementation (LSSIP) AUSTRIA

EUROCONTROL

Year 2016 - Level 1

Local Single Sky ImPlementation (LSSIP) AUSTRIA

LSSIP Year 2016 Austria Released Issue

Document Title LSSIP Year 2016 for Austria

Infocentre Reference 17/01/30/103

Date of Edition 18/05/2017

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

LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip

Master Plan Level 3 – Plan Edition 2016

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

Master Plan Level 3 – Report Year 2015

http://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 http://www.eurocontrol.int/statfor

Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries

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

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


APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2016 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan – Edition 2016 (also known as the ESSIP Plan).


CONTENTS

Chapter 1 National ATM Environment .................................................................... 6 1.1. Geographical Scope ....................................................................................................... 6 1.1.1. International Membership ............................................................................................... 6 1.1.2. Geographical description of the FIR(s) ........................................................................... 6 1.1.3. Airspace Classification and Organisation ....................................................................... 7 1.2. National Stakeholders .................................................................................................... 8 1.2.1. Civil Regulator(s) ............................................................................................................ 9 1.2.2. ANSP(s) ........................................................................................................................ 10 1.2.3. Airports ......................................................................................................................... 12 1.2.4. Military Authorities ........................................................................................................ 13

Chapter 2 Traffic and Capacity ............................................................................. 16 2.1. Evolution of traffic in Austria ......................................................................................... 16 2.2. Vienna ACC .................................................................................................................. 17 2.2.1. Traffic and en-route ATFM delays 2012-2021 ............................................................. 17 2.2.2. Performance summer 2016 .......................................................................................... 17 2.2.3. Planning Period 2017-2021 .......................................................................................... 18

Chapter 3 Master Plan Level 3 Implementation Report recommendations ........... 20

Chapter 4 National Projects .................................................................................. 21

Chapter 5 Regional Co-ordination ........................................................................ 30 5.1. FAB Co-ordination ........................................................................................................ 30 5.2. FAB Projects ................................................................................................................. 33 5.3. Regional cooperation ................................................................................................... 41 5.3.1. Regional Cooperation Initiatives ................................................................................... 41 5.3.2. Regional Projects ......................................................................................................... 41

Chapter 6 Implementation Objectives Progress .................................................... 45 6.1. State View .................................................................................................................... 45 6.1.1. Overall Objective Implementation ................................................................................ 45 6.1.2. Objective Progress per SESAR Key Feature ............................................................... 47 6.1.3. ICAO ASBU Implementation ........................................................................................ 50 6.2. Detailed Objectives Implementation progress .............................................................. 51 6.3. Additional Objectives for ICAO ASBU Monitoring ........................................................ 75

Annexes

LSSIP Year 2016 Austria 1 Released Issue

Executive Summary

National ATM Context

NSA:

In 2016, Austria has ensured full compliance with Assembly resolution A37-11 as regards ICAO’s highest priority of implementing PBN.

The implementation planning was done in the scope of the Local Single Sky Implementation (LSSIP) program, which Austria considered as the applicable implementation plan. All requirements as laid out in ICAO Assembly Resolution A37-11 were addressed by implementing RNAV/RNP procedures to all instrument runway ends in Austria, to route structures in the en-route segment (based on the RNAV 5 standard from FL100 and upwards), as well as routes in the terminal segment (SID/STAR, RNAV transitions based on RNAV 5 and RNAV 1 standard, respectively).

Oversight activities were carried out in order to ensure the implementation.

Austro Control:

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

Traffic and Capacity

ACC Wien: Traffic increase in 2016 was +0.4 %

Summer 2016 performance assessment:

ATFM delay target derived from RP2 was 0.21 min/flight, actually ACC produced only 0.07 min delay per flight. The ACC capacity baseline was measured with ACCESS at 194, same value as in 2015. During the measured period, the average peak 1 hour demand was 181 and the average peak 3 hour demand was 168.

APP/TWR Wien:

Traffic decreased by -0,5% producing 0,96 min delay per arriving flight.

(Delay reasons: majority weather delays)


19; 43%

17; 39%

3; 7% 5; 11%

Completed

Ongoing

Planned

Late

No Plan

Not Applicable

Missing Data

Undefined

Implementation Objectives Overview

Progress distribution for applicable Implementation Objectives

Objectives reported LATE:

<15 15 16 17 18 19 20 21 22 23 24 ≥25

FCM06 Traffic Complexity Assessment

0%

�

The required tools and messages foreseen to assess the traffic complexity are planned to be implemented by end of 2024 at the latest, as the reception, processing and integration of EFD message is planned for implementation by the end of 2024 only - following the recent plans of COOPANS / TOP Sky development steps.

<15 15 16 17 18 19 20 21 22 23 24 ≥25

ATC02.8 Ground-based Safety Nets 62%

�

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, nevertheless the full rollout of the TopSky-Safety Net Server (MSAW and APM) for the complete Area of Responsibility will take place in June 2017.

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP05 Airport CDM

LOWW - Vienna International Airport � 96%

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 April 2018, dependent on the DPI implementation.


<15 15 16 17 18 19 20 21 22 23 24 ≥25

FCM08 Extended Flight Plan 0%

�

ITY-ADQ Ensure quality of aeronautical data and

aeronautical information

40%

�

FCM08: Based on the future TOPSky SWIM capabilities, the reception and processing of Extended FPL Information is planned to be operational in 2024. Subject to discussion within COOPANS.

ITY-ADQ:. Several formal arrangements have been already signed (2 Airports and several Austro Control internal originators), but 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 31.05.2018.

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 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives – AOM19.1, FCM05 and NAV03 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases.

The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 2011-2015) 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.

SESAR Baseline Implementation

2010 2019

82%

PCP Implementation

2015 2023

27%


Progress per SESAR Key Feature and Phase

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

ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 6.1.3.

Block 0 2010 2018

82%

54%

87% 75%

100%

14% 2%

79%

Optimised ATM Network Services

Advanced Air Traffic Services High Performing

Airport Operations

9%

Enabling Aviation Infrastructure


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 2016, 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 recommendations extracted from the MP L3 Implementation Report 2015 which are relevant to the state/stakeholders concerned. The State reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations;

Chapter 4 provides the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State per each project included in this chapter;

Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects 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.

Chapter 6.2 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 2016.

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.


Chapter 1 National ATM Environment

1.1. Geographical Scope

1.1.1. International Membership

Austria is a 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

1.1.2. Geographical description of the FIR(s)

FIR WIEN is surrounded by FIRs of 8 States, namely

I. Germany, (FIR Munchen, UIR Rhein),

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) and

VIII. Croatia (FIR Zagreb)

as adjacent FIR to the MURA Sector (Slovenian Airspace) which is delegated to Austria. Further details to be found in Austrian eAIP:

http://eaip.austrocontrol.at


1.1.3. Airspace Classification and Organisation

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


1.2. National Stakeholders

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

- The Civil Aviation Authority (CAA) which is part of the MoTIT and which performs the function of the Austrian Regulatory Authority (Oberste Zivilluftfahrt Behörde),

- The Federal Ministry of Transport, Innovation and Technology (MoTIT / NSA),

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

- The Accident Investigation Board which is an independent Body within the MoTIT,

- Austro Control, the sole ANS Provider in Austria,

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

Their activities are detailed in the following subchapters and their relationships are shown in the figure below:

Other main National Stakeholders are the 6 main Airports in Austria. They are operated by public and public/private enterprises.

Institutional Arrangements and Links

Joint Forces Command / Air

Federal Ministry of Defence and Sports

(MoD)

Federal Ministry of Transport, Innovation and

Technology

as supreme CAA / NSA

AUSTRO CONTROL


1.2.1. 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 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 Zivil – Luftfahrtbehörde).

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 the same as the NSA one: 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 is given in Annex B.

1.2.2. ANSP(s)

Service provided

Name of the ANSP: Austro Control Österreichische Gesellschaft für Zivilluftfahrt mbH

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

SAR 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 is given in Annex B.


Name of the ANSP: Meteo Serve Wetterdienst GmbH

Governance: GmbH Ownership: 100% Austro Control

Services provided Y/N Comment

ATC en-route N

ATC approach N

ATC Aerodrome(s) N

AIS N

CNS N

MET Y certified MET-Provider, no designation

ATCO training N

SAR N

Others N

Additional information:

Provision of services in other State(s):

N

Annual Report published: N

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. So, no plans yet, as the current system is considered as a new one.

ATC Unit ACC and APP Wien, all Local Approach Units plus TWRs (linked with the DIFLIS system), VFSS (Vienna Flight Service Station)

1Technology 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 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

ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

Wien ACC Max 17 ** Refer to 1.4.1 Although the hardware/software configuration of the A-ATMS allows a theoretical maximum of 17 elementary sectors, the current demand is served by a maximum of 12/14 sectors

Wien APP 6 FIR Praha, Bratislava and Budapest

TWR and APP Wien 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

** Note that the number of sectors, as indicated in this Table, is the maximum number of civilian control sectors that can be operated simultaneously by the unit, provided there is sufficient availability of ATCOs. Due to FRQ limitations a theoretical maximum of 14 sectors can be achieved.

1.2.3. 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 TWR and APP Wien in the TWR Wien building

SALZBURG SALZBURG LAU*

INNSBRUCK INNSBRUCK LAU*

LINZ LINZ LAU*

GRAZ GRAZ LAU*

KLAGENFURT KLAGENFURT LAU*

* LAU = Local Approach Unit


Airport(s) covered by the LSSIP

Referring to the List of Airports in the Annex E of the European ATM Master Plan Level 3 Implementation Plan – Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. So the following airports are covered in this LSSIP: WIEN Schwechat.

1.2.4. Military Authorities

The Military Authority in Austria is the Federal Ministry of Defence and Sports (MoD = BMLVS) .

The Military Aviation Division = Abteilung Militaerluftfahrt (MLF) is part of the Ministry of Defence and Sports (MoD = BMLVS) 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 CIV/MIL ATS coordination 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 Austro Control 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 only to OAT, and additionally to GAT within Military Training Areas (MTA) on and around Air Force bases.


Regulatory role

Regulatory framework and rule-making

Oversight

OAT GAT

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

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

Y

Level of such legal provision: State Law, Aviation Act Level of such legal provision: Y

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 ESARRs as applicable Y

Aircrew Licensing Y SES legislation as applicable Y

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

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

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

National AIP Y National AIP Y

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

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: Aeronautical Charts Y Other: Aeronautical Charts Y

OAT GAT

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

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

For TRG and licensing of MIL ATC personnel MIL NSA


Service Provision role

Military ANSP providing GAT services SES certified?

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

N/A

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

Y

Additional Information: N/A

User role

Flexible Use of Airspace (FUA)

OAT GAT

Services Provided: Services Provided:

En-Route Y En-Route within MIL TRG Areas 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

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




Chapter 2 Traffic and Capacity

2.1. Evolution of traffic in Austria

2016 Traffic in Austria (ACC plus INN corridor) increased by 0.1% during Summer 2016 (May to October inclusive), when compared to the same period during 2015.

2017-2021

The EUROCONTROL Seven-Year Forecast predicts an annual traffic growth of between 0.4% and 4.2% throughout the planning cycle, with a baseline growth of 2.2%.

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

1.600.000

2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F

IFR

flig

hts

Austria - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast A = ActualF = Forecast

2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F

H 0.7% 4.3% 4.8% 4.0% 4.5% 3.7% 3.7%

B -1.7% 3.4% 1.4% 0.3% 2.0% 2.3% 2.2% 2.5% 2.1% 2.3%

L -0.1% -0.2% 0.1% 0.8% 1.0% 0.5% 0.7%

ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1%

EUROCONTROL Seven-Year Forecast (September 2016)IFR flights yearly growth

Austria


2.2. Vienna ACC

2.2.1. Traffic and en-route ATFM delays 2012-2021

2.2.2. Performance summer 2016

Traffic Evolution 2016 Capacity Baseline En‐route Delay (min/flight) ‐ Summer

Capacity gap Ref value Actual

+0.2 % 194 (+0%) 0.32 0.12 No

The average en‐route delay per flight decreased from 0.15 to 0.12 minutes per flight in Summer 2016.

84% of the delays were due to Weather, 10% due to staffing and 6% due to ATC capacity.

Capacity Plan +5 % Achieved Comments

DCTs H24/7 165+ in parallel ops with ATS routes

Cross border DCTs FAB intern & with adjacent ACCs where possible Yes

November 2016 SAXFRA 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 maintain staff level Yes

Additional sectors as required, depending on traffic demand levels Yes

Maximum configuration: 14 sectors Yes Even though 14 is max, 12 sectors were sufficient to cope with demand

Summer 2016 performance assessment

The ACC capacity baseline was measured with ACCESS at 194, same value as in 2015. During the measured period, the average peak 1 hour demand was 181 and the average peak 3 hour demand was 168.

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

Peak Day Traffic 2788 2733 3060 2946 2906

Summer Traffic 2303 2275 2481 2493 2499

Yearly Traffic 1961 1916 2057 2092 2184

Summer Traffic Forecast 2563 2625 2673 2740 2803

High Traffic Forecast - Summer 2614 2736 2852 2983 3096

Low Traffic Forecast - Summer 2509 2511 2528 2559 2566

Summer enroute delay (all causes) 0.27 0.28 0.04 0.15 0.12

Yearly enroute delay (all causes) * 0.16 0.26 0.03 0.09 0.08

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

En

rou

te D

ela

y (m

inut

es

per

flig

ht)

IFR

flig

hts

(D

aily

Ave

rage

)LOVVACC - Traffic and en-route ATFM delays

*From 01/01/2016 to 31/10/2016


2.2.3. Planning Period 2017-2021

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.

Capacity Plan

2017 2018 2019 2020 2021

Free Route Airspace Stepwise increase of FAB CE wide cross

border FRA applications

full FAB CE wide cross border application of DCT/FRA H24

Airspace Management Advanced FUA

ASM

Airport & TMA Network Integration AMAN LOWW

Cooperative Traffic Management Improved ATFCM techniques, including STAM

Airspace

Enhanced sectorisation according to the FAB CE Airspace Plan

Stepped improved sectorisation according to on‐going projects

Procedures Improved operational procedures including FMP/AMC

Staffing Recruitment to maintain staff level

Technical System upgrade Java HMI

Capacity Additional sectors as required, depending on traffic demand levels

Significant Events

Max sectors 14 14 14 15 15

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

Reference Profile Annual % Increase 9% 2% 2% N/A N/A

Current Routes Profile % Increase 0% 1% 1% N/A N/A

Difference Capacity Plan v. Reference Profile

‐5.2% ‐4.2% ‐3.2% N/A N/A

Difference Capacity Plan v. Current Routes Profile

+3.1% +5.6% +7.6% N/A N/A

Annual Reference Value (min) 0.20 0.19 0.19 N/A N/A

Summer reference value (min) 0.32 0.31 0.31 N/A N/A

Additional information Capacity planning ACC Vienna is based on current routes. In case the political or financial situation changes, they are prepared to cope with an expected traffic increase on the shortest route.

H 214 10% 222 4% 233 5%

Ref. 211 9% 215 2% 219 2%

L 204 5% 206 1% 208 1%

Open 201 4% 206 2% 209 1%

C/R 194 0% 195 1% 197 1%

Capacity ProfilesProfiles (hourly movements and % increase over previous

LOVV 194

ACC2016

baseline 2017 2018 2019


An outline of available sector configuration for a typical weekday and a weekend day for summer 2017:

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Sectors available ‐ Summer 2017 ‐ Saturday

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Additional Information: This Sector‐Opening Scheme reflects the needs of the (already passed) summer period 2016 and will be used for summer 2017 as well, due to the fact that the expected traffic growth is +/‐ 0% on the current route forecasted for ACC Vienna. Any change in the traffic forecast for summer 2017 will have a direct impact on this proposed scheme and in case of growing traffic, the number of needed sectors to cope with the demand will be (planned) opened accordingly until an amount of 14 sectors maximum. Should there be ‐ for any reason ‐ a change in the usage of the airspace from current route to shortest route, ACC Vienna has the possibility to open up to 17 sectors (as a maximum) for the 3 consecutive peak hours of the day.


Chapter 3 Master Plan Level 3 Implementation Report recommendations

Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to Austria for all items that require corrective actions and improvements.

Reference

number Recommendation 2015 Ownership

REC-2015/1

Operational stakeholders should ensure that the pace of implementation of pre-SESAR elements is increased, or at least kept at the same level to ensure timely delivery of SESAR baseline.

All operational stakeholders

Corrective actions taken: YES Description: FCM04.1 - STAM Phase 1 has been actively launched within FABCE context and will go operational in April 2017 FCM05 – Rolling NOP implementation status has reached 40%, thus demonstrating a constructive approach to reach the target in 2021. AOM19.1 – ASM Support Tool LARA has been chosen to be implemented by 2018 at the latest. FCM03 - Collaborative flight planning. The activation of AFP message is foreseen by end 2017 at the latest.

REC-2015/2

Local Stakeholders that declared delays in implementation of AOM19, FCM04, ATC07.1, ATC15, NAV10, ENV01, AOP04.1, ITY-ADQ, ITY-FMTP, INF07, COM10to take corrective measures to reduce the implementation delays, or at least ensure that these delays are not increased.

Local Stakeholders

Corrective actions taken: Yes Description: AOM19: see also REC-2015/1; moreover the topic is tackled within COOPANS and FABCE context FCM04: see also REC-2015/1 ATC07.1: in line with the FOC, AMAN implementation planned by 2018 ATC15: ATC 15.1completed. 15.2 Arrival Management extended to en-route Airspace planned within FOC time frame. NAV10: completed ENV01: completed AOP04.1: completed ITY-ADQ: Late ITY-FMTP: completed INF07: ongoing in time COM10: completed

REC-2015/7

ANSPs should use the momentum created by PCP funding opportunities to secure and achieve full interoperability in line with Master Plan Level 1 vision.

ANSPs benefiting from EU funding

Corrective actions taken: YES Description: At present, 4 ACG projects together with FABCE or COOPANS are active for 2014 CEF Transport Call, and 9 ACG projects are carried out in context of 2015 CEF Transport Call.


Chapter 4 National Projects

The main projects currently ongoing in Austria are depicted in the tables below:

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

Organisation(s): Austrocontrol (AT), Flughafen Wien AG (AT) Type of project: National

Schedule: 31st December 2018

Status: ongoing

Description: According to EU IR 1079/2012, the conversion to 8,33 kHz will be implemented below FL195, including Airport VIE.

Link and references

ATM MP links: L3: ITY-AGVCS2

Other links: -

Project included in RP2 Performance Plan:

- Name/Code in RP2 Performance Plan:

-

Project included in DP2016:

- Name/Code in DP2016: -

Performance contribution

Safety: The justification results from operator´s obligation from 1st January 2018 not to operate an aircraft in airspace where carriage of radio is required unless the aircraft radio equipment has the 8,33 kHz channel spacing capability.

Environment: -

Capacity: -

Cost-efficiency: -

Operational efficiency: -


AF2_MET-Compliance-Program (2015_220_AF2)

Organisation(s): Austrocontrol (AT) Type of project: National

Schedule: 01/03/2016 - 31/12/2020

Status: Procurement in preparation until end of 2018. Full OPS planned by 2021.

Description: · Developing distance-based separation to time-based separation · Recovering and improving loss of capacity due to bad weather conditions · Supporting automatic observer functions · Improve exchange of meteorological information

Link and references

ATM MP links: L3: AOP10

Other links: -



-


Y Name/Code in DP2016: 2015_220_AF2


Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


AF5 AIM Compliance Pogram (2015_230_AF5)


Schedule: 01/03/2016 - 31/12/2020

Status: ongoing according to Project plan.

Description: · Analysing, developing and upgrading or implementing AIM infrastrucuture to comply with iSWIM requirements · Ensuring continuous improvement of data distribution and aeronautical data quality according to iSWIM requirements · Upgrading and/or implementing and continuously improving the AMSS to comply with iSWIM requirements · Implementing ongoing enhancements to the AIMP

Link and references

ATM MP links: -

Other links: -



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -



ATM Data Quality (ADQ) (#006AF5)


Schedule: 01/01/2014 - 31/12/2018

Status: Late

Description: The project aims to migrate Austro Control’s aeronautical data base to support AIXM 5.1, ensuring the data quality to be high enough to be compatible with System Wide Information Management (SWIM). This migration will support the enhancement of security, data integrity and capacity, as well as promotion of ATM automation. The proposed action is therefore instrumental to the fulfilment of the requirements according to ICAO Annex15 and ESSIP INF05, as well as for creating the basis for a smooth implementation of SES/ADQ, more specifically aiming at: · Compliance to ICAO Annex 15 and Commission Regulation (EU) No 73/2010 ensured · Validation and integrity checks introduced · Workflow management system introduced to the service delivery management domain (SDM) · Stream for internal and external data delivery digitalized · National legislation aligned

Link and references

ATM MP links: -

Other links: NSP: SO 2/5



-


Y Name/Code in DP2016: #006AF5


Safety: -

Environment: -

Capacity: -

Cost-efficiency: -



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


Schedule: 17/07/2014 - 30/04/2018

Status: -

Description: · CDM fully implemented in LOWW and certified by Eurocontrol · Process organisation established, considering all stakeholders involved and guaranteeing a sustainable CDM operation · Meaningful KPIs are constantly measured and used for improvement · Additional tasks contain Enhanced De-icing and the guarantee of a Degraded Mode in case of partial system failure

Link and references


Other links: NSP: SO6/4 NOP: Yes (Annex 5)



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


Implementation of Voice over IP technology (COM Services)


Schedule: between 2018 and 2020 Exchange to VoIP for ACC Wien, and between 2021 and 2024 stepwise implementation for all remaining ATC Units in Austria.

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

Description: Implementation of Voice over IP technology for all ATM units

Link and references

ATM MP links: L3: COM11

Other links: -



-


Y Name/Code in DP2016: -


Safety: improved information consistency

Environment: -

Capacity: -

Cost-efficiency: improved FAB interoperability



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


Schedule: 20/04/2017

Status: roll out planned in April 2017

Description: · AIDA (Aeronautical Information Data-handlingsystem Austria)/Integrated Briefing System (IBS) Legacy System (technology end of life as well as software architecture) replaced · “EAD customized” (EAD - European Aeronautical Database) implemented · Connection to existing Austro Control infrastructure (network, working positions, ECITs – EAD Connection Interface Terminal, BF (Briefing Facility)- Box, IBS Web services etc.) ensured · Data from legacy system transferred · AIDA/IBS legacy system cut out and sub-provider contracts cancelled · OPS (operations) training (AIM/VFSS) and briefing of technical personnel (ACG Service Control Center and experts) conducted · Nagios and Trouble Ticket System inserted · “EAD customized“ set in operation after successful FAT and SAT Austro Control’s Integrated Briefing Legacy System has reached end of life (of the technological product cycle)and needs to be replaced. The new briefing service will be prepared to be compliant with the System-Wide Information Management (SWIM) architecture. The upgrade of AIS services shall be seen as a SWIM prerequisite by using EAD core services (reference is made to ESSIP INF 05) New briefing functions introduced by the new system include: · Graphical display (FPL – Flight Plan & NOTAM – Notification to airman) · Mobile devices · Meteorological (MET) web interface · Webshop

Link and references

ATM MP links: -

Other links: NSP: SO 2/5



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -



METSW-DB PCP Evolution (2015_231_AF5)


Schedule: 01/12/2014 - 31/12/2020

Status: ongoing according to Project plan, considering stepwise evolution developments to ensure compliance with PCP

Description: · Implementing a new METSW as technical enabler for iSWIM and ACG AF5 MET Compliance Program · Ensuring compliance through continuous system upgrades to ensure functionality and required performance needs · Evolutions will react on changes in developments and ensure fulfillment of new requirements

Link and references

ATM MP links: -

Other links: -



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


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


Schedule: 2016 - 2021/2023

Status: TBS Project has been nationally set up. Operational and technical experts involved in procedural and architectural developments, including HMI aspects

Description: · Establishing Procedural Time Based Separation concept (P-TBS) · Preparation of Safety, HP and Business Cases supporting full TBS System Based deployment

Link and references


Other links: -


N Name/Code in RP2 Performance Plan:

-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -



VHF Concept Implementation 2020 (2015_236_AF3)


Schedule: 01/03/2016 - 30/11/2020

Status: Project ongoing - in time

Description: · Implementing Voice COM System as an enabler for PCP AF3 regards to Regulation No 716/2014 - Flexible Airspace Management and Free Route · Validating and verifying system safety

Link and references

ATM MP links: -

Other links: -



-




Safety: enhanced virtual redundancy

Environment: NIL

Capacity: NIL

Cost-efficiency: lower life cycle and maintenance costs

Operational efficiency: NIL


eTOD Database Phase 1 (AIM / ATM System)


Schedule: implementation of the eTOD requirements is planned to be ready by May 2018.

Status: ongoing

Description: establish a Data base and basic software including GUI to collect the required terrain and obstacle data.

Link and references

ATM MP links: L3: INF07

Other links: -



-


Y Name/Code in DP2016: eTOD implementation


Safety: detailed and more precise Terrain and Obstacle data

Environment: -

Capacity: -

Cost-efficiency: -


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

Organisation(s): Austrocontrol (AT) Type of project: FAB

Schedule: End 2019

Status: ongoing

Description: As of 31/03/2015 the basis for correlation within FIR Wien (more than 50% of the traffic) is the downlinked ACID by means of Mode S and A-WAM. Full coverage down to all Local Approach Units has not yet been reached, therefore ACID Phase 2 deals with the overall Implementation of the ACID requirements to reach definitely 100% of the whole FIR Wien.

Link and references

ATM MP links: L3: ITY-ACID

Other links: -



-


N Name/Code in DP2016: -


Safety: -

Environment: -

Capacity: -

Cost-efficiency: improved FAB interoperability according to FAB CE ACID Implementation Plan


Cooperation Activities: -


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

Organisation(s): Austrocontrol (AT) Type of project: FAB

Schedule: Dependent on bilateral implementation until 2018

Status: ongoing

Description: Implementation of OLDI messages according to national and FAB roadmap - Transfer of Communication - Transfer of Coordination

Link and references

ATM MP links: L3: ATC17

Other links: -



-


- Name/Code in DP2016: -


Safety: interoperability for improved consistency and improved safety net performance

Environment: -

Capacity: reduced ATCO workload

Cost-efficiency: -


Cooperation Activities: COTR evaluated in the context of a FAB CE wide Free Route Airspace Study (CEF funded)


Chapter 5 Regional Co-ordination

5.1. FAB Co-ordination

5.1. FAB Co-ordination


Advanced Air Traffic Services

AOM19.1 - For the time being, only Hungary has a specific ASM support tool (LARA) in operation, Croatia to follow early 2017. All other FABCE ANSPs plan to deploy LARA or an equivalent system by the end of 2018. The real-time management of ASM information (AOM19.2 and AOM19.3) currently sees a variety of intentions, ranging from ‘no plan’ to ‘ongoing’.

FCM03 - The implementation of collaborative flight planning messages (APL, ACH, AFP) shows a heterogeneous status, whereas the weakest point turns out to be the full AFP implementation (‘no plan’ to ‘late’).

FCM04.1 - STAM Phase 1 is planned to go into operation at FABCE level on 27th of April 2017 (except SK, BiH). STAM Phase 2 (FCM04.2) is still under discussion.

FCM05 (interactive rolling NOP) - Implementation of interactive rolling NOP is planned through upgrades of the automated ASM support systems with the capability of AIXM 5.1 B2B data exchange with NM. The objective is considered to become part of a FABCE project.

FCM06 (TFC complexity assessment) - is tackled at FABCE level within the DAM/STAM study.

AOM 21.1/2 (DCT, Free Route Airspace) - forming part of a main FABCE project, Free Route Airspace is going to be deployed stepwise within and across FABCE borders. Two main cross-border initiatives have been implemented in 2016, respectively early 2017 at H24 basis: SAXFRA- SLO/AUT and SEENFRA - HUN/ROM/BUL. Besides that, national DCT implementations are already in force and are planned to be extended. Likewise, further cross-border FRA applications beyond FABCE are planned for implementation in 2018 (e.g. SECSI FRA, merging SAXFRA and Croatian+Serbian/Montenegrin Airspace.

Moreover, a Gate One Free Route Airspace Operational Framework Study (GO FRA OF Study) has been identified to start off in 2017, including Baltic FAB, Danube FAB, FAB CE, SMATSA and M-NAV.

ATC07.1 (ATC15.1, ATC 15.2) - AMAN Vienna is considered as a regional project, but nevertheless, will include and affect the majority of the FABCE states. Planned for implementation by end 2018. Extended AMAN for Vienna is currently scheduled until 2023 at the latest.

ATC12.1 - Automated support for conflict detection, resolution support information and conformance monitoring: dependent on the national ATM system development, the MTCD function is considered a prerequisite for Free Route Airspace application. MTCD is already widely implemented; TCT is left to the ANSPs depending on local conditions.

ATC17 - Electronic Dialogue as automated assistance to controller during coordination and transfer: Having identified this objective as extremely beneficial for FRA application, the operational deployment is foreseen at those Units, which are capable do so and where relevant, by end 2018.


High Performing Airport Operations

Enabling Aviation Infrastructure

AOP04.2 - ASMGCS Level 2 is implemented in Praha and Vienna. Budapest has implemented Level 1, and Level 2 planned by end 2017. Although not part of the applicability area, Zagreb plans Level 2 before end 2018.

AOP05 - A-CDM: implemented in Praha, planned in Budapest by end 2017 and Zagreb (2017/18). Vienna status is locally fully implemented, missing only DPI message transmission, planned for mid 2018.

AOP10 - Time Based Separation: Applicable for Vienna; project has started, and in conjunction and based on AMAN implementation, it will be operational by end of 2021.

AOP 12/13 - Improve runway and airfield safety with ATC clearances monitoring: planned for Praha and Vienna in time

COM10 - Migration to AMHS: completed in AUT, SLO and SK. Ongoing in HUN, CRO and BiH; late in CZR (2018)

COM11 – Voice over IP: all FABCE states are ongoing and plan this objective in time by 2020. FCM08 – Extended Flight Plan: Specifications and requirements for the EFPL / ICAO FF-ICE are

locally under discussion. Roadmaps for TOPSKY will foresee a later implementation, e.g. 2024.

ITY-AGDL: completed in AUT, CZR and HU. Ongoing CRO and SLO, planned for BiH and late for SK (2019)

ITY-ACID - Aircraft ID: Mode S, and partly additionally A-WAM technologies, are applied in all FABCE states. Remaining actions to reach 100% of coverage are conceived until 2019, for BiH in 2020.

ITY-AGVCS2 – 8.33 kHz below FL195: All FABCE states do plan the FRQ conversions in time until end of 2018.


A safety approach to the Network operations is ensured through the FAB CE Safety Sub-committee and its cross domain Safety activities. The FAB CE Safety Management Roadmap specifies that the FAB CE ANSPs share inter alia experience regarding Just Culture. Just Culture implemented locally, taking into account the national legislation.

In close cooperation with NM, capacity enhancements are permanently identified and implemented. FABCE is going to reach the RP2 targets for ATFM Delays throughout the whole period.

Shared technical platforms, common use of Networks and maintenance, reduced NAV equipment, and others.

X-Bone, common HW Procurement (FAB CE Project 17) The goal is to upgrade the X-bone routers in accordance with X-bone Annual General Meeting decision GM4-D11, and to accomplish the first FAB CE common procurement and lay down procedural foundations for the further common procurement activities.

Integration of Security Event Management and Security Information Management into one service providing better quality and security of communication systems and higher resistance against potential threats.

Two main projects of the FABCE Program Management deal actively with operational efficiency:

Airspace Planning and Design (FRA) including aligned operational procedures, and Flexible Use of Airspace (ASM / STAM).

Flight efficiency through Free Route applications improves steadily, based on the above mentioned ops efficiency projects. (AOM21.2)


5.2. FAB Projects

FAB CE Strategic Operational Planning Project (incl. FAB CE X-Border Free Route Airspace Study) (FAB CE Project 1)

Organisation(s): ASP ANS CR (CZ), Austrocontrol (AT), BHANSA (BA), CCL Service Provider (HR), Hungarocontrol (HU), Letové prevádzkové sluzby Slovenskej republiky, Státny podnik (SK), Slovenia Control (SI)

Type of project: FAB

Schedule: Project 1: Start 3.1.2011, End: Continuous Project 1 FAB CE FRA Study: Start: 1.9.2015, End: 21.4.2017

Status: Ongoing activity Project is on track: - CEF FRA Study RTS CONOPS is delivered - FRA CONOPS available and the review and update will commence in 01/2017 once RTS report is available - ATM System Requirements report is available - Other activities in progress, will be delivered on schedule - FAB CE Airspace Plan 2016 delivered - FAB CE Network Operations Plan delivered

Description: The objective of Project 1 is the optimal use of the airspace within FAB CE, taking into account air traffic flows while ensuring consistency with the wider European network together with the assessment and implementation of the Free Route Airspace concept. The project will implement the FAB CE X-Border FRA study („Free route airspace from the Black Forest to the Black Sea” project). The key benefit expected from the project is to create a clear definition of the operational end technical pre-conditions for a conceived FAB CE X-Border Free Route Airspace, by creating a study. The study aims at defining the operational end technical pre-conditions to implement the FAB CE Free Route Airspace, including Concept of Operations, the necessary validation exercises thereof and the required development and upgrade requirements of ATM systems of the FAB CE members. Project 1 also includes annual updates of FAB CE Network Operations Plan (FNOP) and FAB CE Airspace Plan.

Link and references

ATM MP links: L3: AOM21.1, AOM21.2

Other links: SESAR Key Feature: Advanced air traffic services DP2016 Families: AF 3.2.1 AF 3.2.3 AF 3.2.4 FAB CE Strategic Objectives: FSO5, target 5.1: Implement Free Route Airspace “Baseline scenario” FSO10, target 10.3: Incorporate actions supporting the SESAR deployment (Deployment Plan / Programme 2015) in the joint FAB CE planning process and planning documentation


Y Name/Code in RP2 Performance Plan:

FAB CE FRA Project (described under NSP actions 'FAB CE Airspace and route structure planning' and 'Free Route Airspace')


Y Name/Code in DP2016: 102AF3 – Free route airspace from the Black Forest to the Black Sea



Safety: ++ The baseline assumption is that the potential implementation of GO FRA would be safety neutral or positive, i.e. the level of safety would not degrade due to the introduction of a FAB CE FRA OPS

Environment: +++ 11% saving in horizontal flight efficiency by saving 2.1 km deviations (millions) from GCD and saving 23,000 tonnes of Annual CO2 in 2017.

Capacity: ++ To increase capacity to cope with the increase of around 60% in traffic in 2017 with a maximum delay of 0.28 minutes

Cost-efficiency: +++ Improvement over 2006 in ATM/CNS costs per flight hour and achieve 469 of economic costs per flight hour in 2017

Operational efficiency: ++ Advanced ATS required for FRA implementation have a positive impact on all aspects of operational efficiency

Functional integration of ASM/ATFCM processes / FAB CE-wide Study of Dynamic Airspace Management (DAM) and STAM (FAB CE Project 3 / DAM/STAM Study)



Schedule: Project 3: Start: 29.10.2010, End: 2016

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

Status: Project 3 closed in 2016 Follow-on project 'DAM/STAM Study': Planned Currently under development, the CEF application is being finalised

Description: The objective of Project 3 was to optimise the flow of air traffic and the management of airspace within FAB CE, taking into account the FAB CE airspace plan and ensuring consistency with the wider European network operations together with the assessment and implementation of the Rolling ASM/ATFCM Processes and STAM IDP/DM Activity Areas. The project achieved most of its original objectives and was closed in 2016. Project 3 is being followed-up with the new 'FAB CE-wide Study of Dynamic Airspace Management (DAM) and STAM' Study Project. The main objective of the DAM/STAM study project is to obtain a key FAB CE high-level document that contains all relevant elements required for a consequent FAB CE wide implementation of DAM and STAM processes. As such the DAM /STAM final report can be seen as an implementation roadmap for all involved FAB CE ANSPs, a FAB CE ASM document that defines the high level operational concept for FAB CE DAM/STAM by describing the collaboration, processes, procedures and tools needed for later implementation. The second main objective of the DAM/STAM study is to provide the involved ANSP with all required information necessary to plan for closing existing gaps to PCP /Deployment Plan on a local level. As a FAB CE wide assessment revealed gaps to the DP 2016 among the ANSP in all the related AF families, the DAM /STAM study is the FAB CE led activity to coordinate the closure of these remaining gaps. Furthermore, it is a stated goal of the DAM/STAM study to describe and prepare the conditions required to allow for a FAB CE wide harmonization of ASM-, FUA-, DAM and STAM processes. The effect of this is seen to be FAB CE wide ASM that will allow to unlock the full operational benefits associated to FAB CE FRA implementation.


Link and references

ATM MP links: L3: AOM19.1, AOM19.2, AOM19.3, FCM04.1, FCM04.2, FCM06

Other links: Optimised ATM network services DP2016 Families: AF 3.1.1 AF 3.1.2 AF 3.1.3 AF 3.1.4 AF 4.1.1 AF 4.1.2 AF 4.4.2 FAB CE Strategic Objectives: FSO10, target 10.3: Incorporate actions supporting the SESAR deployment (Deployment Plan / Programme 2015) in the joint FAB CE planning process and planning documentation



Advanced Airspace Management (described under NSP actions)


N Name/Code in DP2016: CEF Application will be submitted as a part of PCP under CEF2016 Call


Safety: + -Increased situational awareness of FMPs, supervisors and ATCOs. STAM will give more options to avoid overloads. Following FAB CE FRA simulations and GO FRA FTS, the DAM STAM study assess the results in order to quantify the impact on this domain

Environment: ++ Trajectories are expected to be more efficient due to procedures and processes accommodating short-term changes. Larger selection of airspace configurations/scenarios available to allow for more robust planning. Direct positive impact thanks to shorter and more direct routes whenever possible, which will lead to an optimized fuel usage of the AU. In addition, increased robustness on the overall allocation of airspace will lead to a more appropriate fuel loading of airspace users. Following FAB CE FRA simulations and GO FRA FTS, the DAM STAM study assess the results in order to quantify the impact on this domain

Capacity: ++ Better usage of available airspace volumes with reduced complexity will lead to higher capacity. Short-term opportunities are effectively and efficiently managed. Overall increase of airspace capacity through optimised utilisation of airspace configurations and scenarios. STAM will give more opportunities to balance traffic demand and available capacity. Following FAB CE FRA simulations and GO FRA FTS, the DAM STAM study assess the results in order to quantify the impact on this domain

Cost-efficiency: + A capacity increase combined with increased situational awareness of the ATCO is enhanced through the introduction of complexity assessments for expected scenarios. Combined this will lead to adjustments of sector monitoring values and ATCO productivity. Following FAB CE FRA simulations and GO FRA FTS, the DAM STAM study assess the results in order to quantify the impact on this domain

Operational efficiency: ++ The application of the data / information sharing concept among all involved stakeholders will lead to an increased robustness and predictability of the FAB CE managed airspace. Following FAB CE FRA simulations and GO FRA FTS, the DAM STAM study assess the results in order to quantify the impact on this domain

Deployment of FAB CE Competence Scheme (FAB CE Project 13)



Schedule: Start: 1.12.2010


Status: Frozen in 2015

Description: The objective of the project is to implement the agreed measures described in the FAB CE Competence/Transition Plan to fill in the remaining detected gaps towards full harmonisation of ATCOs competence. It will progressively extend to AMC/FMP Staff and ATSEP, where the level of harmonisation is currently lower. The coordination with NSAs will be the essential part of the project activities. The project was frozen in 2015.

Link and references

ATM MP links: -

Other links: FAB CE Strategic Objectives: FSO15, target 15.1: Implementation and monitoring of the commonly approved Common Competence Schemes



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: + Cost-efficiency of training



Training Facilities (FAB CE Project 14)





Description: The objective of the project is to define and fully harmonise the training of ATCOs, AMC/FMP Staff and ATSEP based on the Common Competence Schemes defined by FAB CE P13, focus on achieving an optimal use of ATM staff and higher cost efficiency in training. All above in order to facilitate the development of the same performance standards, interoperability, common licensing and increase in performance and quality by applying best practices and exchanging resources. The project has been frozen in 2015.

Link and references

ATM MP links: -

Other links: FAB CE Strategic Objectives: FSO15, target 15.2: Common training of ATCO of two or more ANSPs conducted FSO15, target 15.3: Common training of ATSEP of two or more ANSPs conducted FSO15, target 15.4: Common use of training facilities of two or more ANSPs conducted



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: + Contributes to develop the network human capital and improve its flexibility.



ANSP Charging (FAB CE P15)





Description: The objective of the project is to identify how the Single Unit Rate or other modification to the charging mechanism can support Free Route Airspace implementation from the point of view of the revenue distribution and capacity utilization of FABCE ANSPs. The project was frozen in 2015.

Link and references

ATM MP links: -

Other links: -



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: + Improve cost-efficiency, mitigation of financial risks



X-Bone HW Procurement (FAB CE Project 17)



Schedule: Start: 19.2.2016, End: 28.6.2017

Status: Ongoing Tender documentation finalised, common procurement expected early 2017

Description: The primary goal of this project is to upgrade the X-bone routers in accordance with X-bone Annual General Meeting decision GM4-D11. The secondary goal of this project is to accomplish the first FAB CE common procurement and lay down procedural foundations for the further common procurement activities, if feasible.

Link and references

ATM MP links: -

Other links: CNS Rationalisation Enabling aviation infrastructure FAB CE Strategic Objectives: FSO6, target 6.5: Realise common (smart) procurement of relevant CNS infrastructure and ATM processing systems in FAB CE



Optimisation of CNS resources




Safety: -

Environment: -

Capacity: -

Cost-efficiency: + Savings in procurement of CNS infrastructure



Surveillance Infrastructure Optimisation (FAB CE Project 18)




Status: Ongoing Some processes finalised, others being developed

Description: Project 18 within the FAB CE is expected to: - Develop processes for coordinated infrastructure planning and maintenance thus leading

to a proactive consultation process and a FAB CE-wide information exchange regarding SUR systems for increased cost-effectiveness;

- Propose improvements in SUR coverage quality by coverage optimisation; - Conduct a feasibility study including a Cost Benefit Analysis of implementing a regional

tracker for different scenarios vis-a-vis EUROCONTROL CS3 Study [R7], bringing facts and figures for making a "make or buy" decision.

Link and references

ATM MP links: -

Other links: CNS Rationalisation Enabling aviation infrastructure FAB CE Strategic Objectives: FSO6, target 6.3: Incorporate planning of the CNS infrastructure and ATM processing systems aligned with RP planning, to achieve its harmonisation and optimisation in the FAB CE Implementation Plan FSO6, target 6.4: Establish common operation of CNS infrastructure and ATM processing services as defined by the FAB CE Architecture including shared data processing functions, shared information pool and sharing of human resources where applicable and proven to be beneficial FSO7, target 7.1: Establish FAB CE common approach to technical operation and corrective / preventive maintenance of systems, including sharing of spare parts



Optimisation of CNS resources




Safety: -

Environment: -

Capacity: -

Cost-efficiency: + Efficiency of the processes Informed decision about future solution for the regional tracker




5.3. Regional cooperation

5.3.1. Regional Cooperation Initiatives

5.3.2. Regional Projects

AMAN LOWW initial (2015_234_AF1_A, 2015_234_AF1_B)

Organisation(s): ASP ANS CR (CZ), Austrocontrol (AT), Hungarocontrol (HU), Letové prevádzkové slu by Slovenskej republiky, štátny podnik (SK)

Type of project: Regional

Schedule: 01/03/2016 - 31/12/2018

Status: Tuning Phase has started in 2016, refined implementaion steps identified till end 2018.

Description: · Deploying Basic Arrival Manager (AMAN) function (allowing evolution to extended AMAN) for Terminal Area Vienna · Attaching ACC Vienna to the Vienna AMAN · Integrating AMAN functionality with the training and simulation environment ("BEST") · Ensuring Interaction with adjacent units

Link and references

ATM MP links: -

Other links: -



-


Y Name/Code in DP2016: 2015_234_AF1_A, 2015_234_AF1_B


Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


Cooperation Activities: The project implementation scope depends on the coordinated work of all 4 partners (Austro Control GmbH, Hungarocontrol, LPS, ANS/CR) and is split into a cohesion and non-cohesion part.


Gate One Free Route Airspace Operational Framework Study (GO FRA OF Study)

Organisation(s): Austrocontrol (AT), BHANSA (BA), BULATSA (BG), CCL Service Provider (HR), Hungarocontrol (HU), Letové prevádzkové slu by Slovenskej republiky, štátny podnik (SK), M-NAV (MK), ORO NAVIGACIJA (LT), PANSA (PL), ROMATSA (RO), SMATSA (BA), Slovenia Control (SI)



Status: Planned CEF Application is being finalised under CEF Call 2016

Description: GO FRA Study within the Gate One region is expected to: - Evaluate the feasibility of connecting FAB and national level FRA initiatives to a larger common FRA area as a step towards Pan-European FRA deployment; - Expand the application of FRA and cover geographical gaps in FAB-level FRA implementation by the inclusion of non-FAB states to the GO FRA scope; - Facilitate the deployment of FRA in a large multi-FAB/state area by utilising the existing FRA initiatives, lessons learned and individual studies performed by the participating ANSPs in defining the framework for a common GO FRA application within a defined airspace, fully integrated with the FAB/state level FRA initiatives; - Reduce fragmentation and remove overlaps between the currently on-going different national/bi-lateral/FAB-level FRA initiatives; - Enable airspace user benefit realisation with regard to FRA operations in a larger area resulting in improved flight efficiency and reduced environmental impact.

Link and references

ATM MP links: L3: AOM21.1, AOM21.2

Other links: Advanced air traffic services DP2016 Families: AF 3.2.1 AF 3.2.3 AF 3.2.4 FAB CE Strategic Objectives: FSO5, target 5.1: Implement Free Route Airspace “Baseline scenario” FSO10, target 10.3: Incorporate actions supporting the SESAR deployment (Deployment Plan / Programme 2015) in the joint FAB CE planning process and planning documentation



-


N Name/Code in DP2016: CEF Application will be submitted as a part of PCP under CEF2016 Call


Safety: + The baseline assumption is that the potential implementation of GO FRA would be safety neutral or positive, i.e. the level of safety would not degrade due to the introduction of a large scale FRA OPS. Occurrences of SAF2, SAF3 and SAF4 KPI’s should not increase as a result of the Gate One – wide FRA application. The introduction of multi-FAB/state FRA is expected to introduce improvements in system interoperability, procedures and potentially the use of ground based safety nets and monitoring aids expected to result in improvements to the overall safety in the impacted area.

Environment: + The introduction of multi-FAB/state FRA is expected to improve flight efficiency through the availability of user preferred routing and improved network connectivity between the participating FABs/states. Indicative flight efficiency (in time) assessments will be made through macro-level modelling and FTS exercises during Activities 3 and 4.


Capacity: + The baseline assumption is that the potential implementation of GO FRA would be capacity neutral or positive, i.e. the participating ANSPs capacities would not degrade (KPI CAP5) due to the introduction of a large scale FRA OPS. The introduction of multi-FAB/state FRA may increase the airspace capacity with the appropriate system support and sector configuration and capacity management procedures. However, this would need to be verified through local/FAB-level RTS simulations and/or live-trials during the potential implementation phase.

Cost-efficiency: + Introduction of Gate One FRA is not expected to impact ANS Cost Efficiency KPI COS1. Impact on COS3 is expected to be negligible as ASNPs will be required to implement changes to their ATM systems for FRA compatibility regardless of GO FRA.

Operational efficiency: + It is expected that the ATM functionalities required to support flight data sharing in a large-scale FRA environment will improve predictability but this will require validation on local/FAB-level.



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)

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


Schedule: 01/01/2016 - 31/12/2019

Status: complementing enhancements for the ATC System (TopSky) will be implemented, nevertheless, full structurally limited FRA has been implemented in Nov. 2016.

Description: - Harmonisation of ATM platforms in 5 ANSP's to gain economy of scale for PCP implementations - Platform support for AF3 Free Route Airspace - Preparation of other PCP related implementations

Link and references

ATM MP links: -

Other links: -



-


Y Name/Code in DP2016: 2015_207_AF3_A, 2015_207_AF3_B


Safety: -

Environment: -

Capacity: -

Cost-efficiency: -




19; 43%

17; 39%

3; 7% 5; 11%

Completed

Ongoing

Planned

Late

No Plan

Not Applicable

Missing Data

Undefined

Chapter 6 Implementation Objectives Progress

6.1. State View

6.1.1. Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

Objectives reported LATE:

<15 15 16 17 18 19 20 21 22 23 24 ≥25


0%

�

The required tools and messages foreseen to assess the traffic complexity are planned to be implemented by end of 2024 at the latest, as the reception, processing and integration of EFD message is planned for implementation by the end of 2024 only - following the recent plans of COOPANS / TOP Sky development steps.

<15 15 16 17 18 19 20 21 22 23 24 ≥25

ATC02.8 Ground-based Safety Nets 62%

�

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, nevertheless the full rollout of the TopSky-Safety Net Server (MSAW and APM) for the complete Area of Responsibility will take place in June 2017.


<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP05 Airport CDM

LOWW - Vienna International Airport � 96%

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 April 2018, dependent on the DPI implementation.

<15 15 16 17 18 19 20 21 22 23 24 ≥25


�

ITY-ADQ Ensure quality of aeronautical data and

aeronautical information

40%

�

FCM08: Based on the future TOPSky SWIM capabilities, the reception and processing of Extended FPL Information is planned to be operational in 2024. Subject to discussion within COOPANS.

ITY-ADQ:. Several formal arrangements have been already signed (2 Airports and several Austro Control internal originators), but 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 31.05.2018.


6.1.2. Objective Progress per SESAR Key Feature

Legend:

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

100% = Objective completed = Completion beyond Implementation Objective timeline


Average implementation progress: 34%

<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

38%

AOM19.1 ASM support tools to support A‐FUA

10%

AOM19.2 ASM Management of real‐time airspace data

10%

AOM19.3 ASM Management of real‐time airspace data

5%

FCM01 Enhanced tactical flow management services

100%

FCM03 Collaborative flight planning

62%

FCM04.1 STAM Phase 1 71%

FCM04.2 STAM Phase 2 0%

FCM05 Interactive rolling NOP 40%


0%


Advanced Air Traffic Services


<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 Direct Routing 100%

AOM21.2 Free Route Airspace 100%

ATC02.2 STCA Level 2 100%

ATC02.8 Ground‐based Safety Nets 62%

ATC07.1 AMAN tools and procedures

LOWW ‐ Vienna International Airport 25%

ATC12.1 Automated support for conflict detection, resolution support information and conformance monitoring

100%

ATC15.1 Implement, in en‐route operations, information exchange tools & procedures in support of basic AMAN

100%

ATC15.2 Arrival Management extended to en‐route airspace

0%

ATC16 ACAS II compliant with TCAS II change 7.1 100%

ATC17 Electronic dialogue as automated assistance to controller during coordination and transfer

68%

ENV01 Continuous Descent Operations


ITY‐COTR Ground‐ground automated co‐ordination processes

100%

NAV03 RNAV 1 100%

NAV10 APV procedures 100%


High Performing Airport Operations


<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A‐SMGCS Level 1


AOP04.2 A‐SMGCS Level 2


AOP05 Airport CDM


AOP10 Time‐Based Separation


AOP11 Initial Airport Operations Plan


AOP12 Improve runway and airfield safety with ATC clearances monitoring


AOP13 Automated assistance to Controller for Surface Movement Planning and Routing


ENV02 Collaborative Environmental Management


SAF11 Improve runway safety by preventing runway excursions

100%

Enabling Aviation Infrastructure Average implementation progress: 63%

<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) 10%


INF04 Integrated briefing 100%

INF07 Electronic Terrain and Obstacle Data (eTOD) 44%

ITY‐ACID Aircraft identification 92%

ITY‐ADQ Ensure quality of aeronautical data and aeronautical information

40%

ITY‐AGDL Initial ATC air‐ground data link services 100%

ITY‐AGVCS2 8,33 kHz air‐ground voice channel spacing below FL195

44%

ITY‐FMTP Common Flight Message Transfer Protocol 100%

ITY‐SPI Surveillance performance and interoperability 66%


6.1.3. ICAO ASBU Implementation

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

These results were determined using the LSSIP Year 2016 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/58 (European Air Navigation Planning Group).

Legend:

= Completed (during 2016 or before)

= Missing planning date

= Progress achieved in 2016 = 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% 89%

B0‐DATM Service Improvement through Digital Aeronautical Information Management

100% 70%

B0‐ACAS ACAS Improvements 100%

B0‐SNET Increased Effectiveness of Ground‐Based Safety Nets

100% 81%

B0‐ACDM Improved Airport Operations through 100% 96%

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

100% 62%

B0‐FRTO Improved Operations through Enhanced En‐Route Trajectories

100% 70%

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

100% 81%

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%


6.2. Detailed Objectives Implementation progress

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

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

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

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

ECAC Completed No Plan

EU+ Ongoing Not Applicable

Multi-N Planned Missing Data

APT Late

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

38% Ongoing

‐

Based on an agreement between Ministry of Transport (BMVIT) and MoD (BMLVS) the described objectives are planned, respectively will be closely monitored within the European context. National agreements between MoD and MoT will be established, likewise common principles, rules and procedures for OAT handling and OAT/GAT Interface are planned to be in operational use by end of 2018.

31/12/2018

REG (By:12/2018)

Oberste Zivil‐Luftfahrtbehörde in Austria

National agreements between MoD and MoT will be established with respect to EUROAT by due date, foreseen by end of 2018.

‐ 10% Ongoing

31/12/2018

Mil. Aviation Authority

National agreements between MoD and MoT will be established with respect to EUROAT by due date, foreseen by end of 2018

‐ 10% Ongoing

31/12/2018

ASP (By:12/2018)


National agreements between MoD and MoT will be established with respect to EUROAT by due date, foreseen by end of 2018 At present, the reference documents are as folllows:‐ 'Ressortübereinkommen' Annex 2 MOAT‐ LFG §145a (aviation act) Common principles, rules and procedures for OAT handling and OAT/GAT Interface are planned to be in operational use by end of 2018

‐ 0%

Planned

31/12/2018

Austrocontrol

Common principles, rules and procedures for OAT handling and OAT/GAT Interfaces are planned to be applied by end of 2018. At present, the reference documents are as folllows:‐ 'Ressortübereinkommen' Annex 2 MOAT‐ LFG §145a (aviation act)

‐ 5%

Ongoing

31/12/2018


MIL (By:12/2018)


National agreements between MoD and MoT will be established with respect to EUROAT by due date, foreseen by end of 2018 At present, the reference documents are as folllows:‐ 'Ressortübereinkommen' Annex 2 MOAT‐ LFG §145a (aviation act) Common principles, rules and procedures for OAT handling and OAT/GAT Interface are planned to be in operational use by end of 2018

‐ 70%

Ongoing

31/12/2018

AOM19.1

ASM support tools to support A‐FUA Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018

10% Ongoing

‐

Kick off Meeting with Eurocontrol conducted on 30th of Nov. 2016 in order to implement LARA tool, which is planned for implementation in Q1 2018

31/03/2018

ASP (By:12/2018)

Austrocontrol

Kick off Meeting with Eurocontrol conducted on 30th of Nov. 2016 in order to implement LARA tool, which is planned for implementation in Q1 2018. In FABCE context, Project 3 deals with Functional integration of ASM/ATFCM processes / FAB CE‐wide Study of Dynamic Airspace Management (DAM) and STAM

Functional integration of ASM/ATFCM processes / FAB CE‐wide Study of Dynamic Airspace

Management (DAM) and STAM

10%

Ongoing

31/03/2018

AOM19.2

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

10% Ongoing

‐

Discussed during the LARA kickoff Meeting in Nov. 2016. Further proceeding under discussion in context of TopSky / COOPANS development. Furthermore, project kickoff in FABCE context took place in order to apply for CEF funding Project; results available after March 2017. Upgrade to ATM systems to enable real‐time ASM data exchanges with local ASM support systems installed ‐ planned by end 2021. Objective is linked with one of the FAB CE projects ‐ see details in Chapter 5 of Level 1 document.

31/12/2021

ASP (By:12/2021)

Austrocontrol

Discussed during the LARA kickoff Meeting in Nov. 2016. Further proceedings under discussion in context TopSky / COOPANS. Furthermore, project kickoff in FABCE context took place in order to apply for CEF funding Project; results available after March 2017. Upgrade to ATM systems to enable real‐time ASM data exchanges with local ASM support systems installed ‐ planned by end 2021



10%

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

5% 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 March 2018 Objective is linked with one of the FAB CE projects ‐ see details in Chapter 5 of Level 1 document.

31/03/2018

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 March 2018.



5%

Ongoing

31/03/2018

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. Objective is planned in the context of FAB CE projects – see details in Chapter 5.

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.

FAB CE Strategic

Operational Planning

Project (incl. FAB CE X‐Border Free

Route Airspace

Study) / Gate One Free Route

Airspace Operational Framework

Study

100%

Completed

10/12/2015


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. Objective was planned in the context of FAB CE projects – see details in Chapter 5.

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 comprisea the Areas of Responsibility of Austro Control (east of Rocky Line) and Slovenia Control H24.

FAB CE Strategic

Operational Planning

Project (incl. FAB CE X‐Border Free

Route Airspace

Study) / Gate One Free Route

Airspace Operational Framework

Study

100%

Completed

10/11/2016


AOP04.1

Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 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 equipements 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) 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 (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 April 2018, dependent on the DPI implementation.

30/04/2018

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) fully implemented

100%

Completed

30/06/2016

APO (By:12/2016)

Flughafen Wien AG

The majority of APO tasks is fulfilled, required specific LoAs were ratified. DPI implementation is late, planned by April 2018. (Verification of Interface Connections between VIE and Austro Control Systems is ongoing, first trials with NMOC/ETFMS foreseen in Q1/2017, but implementation cannot be achieved earlier than April 2018)

‐ 92%

Late

30/04/2018

AOP10

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

10% Ongoing


Activity will start in due time dependent on the AMAN implementation and relevant TBS specification. Dependent on the conceived Java HMI implementation, this function is planned by end 2021, whereas additional monitoring functions will be added by 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.

31/12/2023

REG (By:12/2023)


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

‐ 10%

Ongoing

31/12/2023

ASP (By:12/2023)

Austrocontrol

Activity will start in due time dependent on the AMAN implementation and relevant TBS specification. Dependent on the conceived Java HMI implementation, this function is planned by end 2021, whereas additional monitoring functions will be added by 2023.

AF2_MET‐Compliance‐Program / TBS4LOWW (Time Based Separation for

Vienna Airport)

10%

Ongoing

31/12/2023


AOP11

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

0% Planned


Based on the current CDM Agreements, further planning with regard to the Initial AOP will continue and set up in coordination with all relevant stakeholders.

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 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

‐ 0%

Planned

31/12/2021


AOP12

Improve runway and airfield safety with ATC clearances monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020

40% Ongoing


For more than 12 years, a very advanced digital Flight Strip System is in operation at Vienna TWR, having been updated continuously to reach a state of the art system (DIFLIS by AVIBIT). Based on this tool, the advanced ATC clearance Monitoring function will be embedded. The pertinent start of the activity kicked off in December 2016.

31/12/2020

ASP (By:12/2020)

Austrocontrol

For more than 12 years, a very advanced digital Flight Strip System is in operation at Vienna TWR, having been updated continuously to reach a state of the art system (DIFLIS by AVIBIT). Based on this tool, the advanced ATC clearance Monitoring function will be embedded. The pertinent start of the activity kicked off in December 2016

‐ 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


Procedures and System implementation for automated assistance to ATCOs for surface movement planning and routing planned to become implemented by end 2020

31/12/2020

REG (By:12/2023)


Relevant material for coordination and final official approval of procedures verified and operational approval granted to be planned by 2019

‐ 0% Planned

31/12/2019

ASP (By:12/2023)

Austrocontrol Procedures and System implementation for automated assistance to ATCOs for surface movement planning and routing planned to become implemented by end 2020

‐ 10% Ongoing

31/12/2020


ATC02.8

Ground‐based Safety Nets Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

62% Late

‐

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, nevertheless the full rollout of the TopSky‐Safety Net Server (MSAW and APM) for the complete Area of Responsibility will take place in June 2017.

30/06/2017

ASP (By:12/2016)

Austrocontrol


‐ 62%

Late

30/06/2017



‐ 62%

Late

30/06/2017

ATC07.1

AMAN tools and procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019

25% Ongoing


Implementation of the AMAN functionality of the TopSky ATM System for Airport Vienna is foreseen to be operational by end 2018. Since 2009, DFS and AUSTROCONTROL apply Arrival Management procedures by receiving and transmitting 'time to lose' and 'time to gain' information via AMA message Exchange operationally.

31/12/2018

ASP (By:12/2019)

Austrocontrol

Implementation of the AMAN functionality of the TopSky ATM System for Airport Vienna is foreseen to be operational by end 2018. Since 2009, DFS and AUSTROCONTROL apply Arrival Management procedures by receiving and transmitting 'time to lose' and 'time to gain' information via AMA message Exchange operationally.

‐ 25%

Ongoing

31/12/2018


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. 28/11/2015

ASP (By:12/2021)

Austrocontrol TOP SKY functionality of MTCD covers in total this objective and the required lines of Actions.

‐ 100% Completed

28/11/2015

ATC15.1

Implement, in en‐route operations, information exchange mechanisms, tools and procedures in support of basic AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017

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:12/2017)

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.

‐ 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

0% Planned

‐

Apart from the implementation of the basic AMAN tool, which is going to be operational by the end of 2018 at the latest, the upgrade of the ATC System (TopSky/COOPANS) will coherently support the functionality of Extended AMAN (AMA messages to be processed and likewise to be distributed, plus process those input data to AMAN, provided by the most accurate trajectory prediction information available) Concluding, the Extended AMAN is considered as a collaberative project with all adjacent partners / ATC Units concerned, plus Network Manager. Timeframe to become fully compliant with all ATC Units concerned 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 is going to be operational by the end of 2018, the upgrade of the ATC System (TopSky/COOPANS) will coherently support the functionality of Extended AMAN (AMA messages to be processed and likewise to be distributed, plus process those input data to AMAN, provided by the most accurate trajectory prediction information available) Concluding, the Extended AMAN is considered as a collaberative project with all adjacent partners / ATC Units concerned, plus Network Manager. Timeframe to become fully compliant with all ATC Units concerned is estimated till end 2023.

‐ 0%

Planned

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

68% Ongoing

‐

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. Operational deployment is foreseen with those adjacent Units, which are capable do so and where relevant, by end 2018. ‐ 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 2018.

31/12/2018

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. Operational deployment is foreseen with those adjacent Units, which are capable do so and where relevant, by end 2018. ‐ 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 2018.

ATM system and Sub‐System

evolution for COTR

68%

Ongoing

31/12/2018


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

10% Ongoing

‐

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 planned till 2020 at the latest for ATCCV. The voice over IP communication to NMOC has been established since 03/2013. For the military, VoI is planned according to the VoIP project plan closely with ATCCV.

31/12/2020

ASP (By: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

10%

Ongoing

31/12/2020


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

‐ 10% Ongoing

31/12/2020


ENV01

Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013

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)

31/12/2013

ASP (By:12/2013)

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.

‐ 100%

Completed

31/12/2013

APO (By:12/2013)

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

ENV02

Airport Collaborative Environmental Management Timescales: Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016

100% 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

ASP (By:12/2016)

Austrocontrol Objective completed at Vienna Airport. check web page: www.dialogforum.at

‐ 100% Completed

31/12/2005

APO (By:12/2016)

Flughafen Wien AG

Objective completed at Vienna Airport. ‐ 100% Completed

31/12/2012

FCM03

Collaborative flight planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017

62% Ongoing

‐

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 2017 at the latest.

31/12/2017

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 2017 at the latest.

‐ 62%

Ongoing

31/12/2017


FCM04.1

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

71% Ongoing

‐

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. Implementation is planned for 27. April 2017. Objective is linked with one of the FAB CE projects ‐ see details in Chapter 5 of Level 1 document.

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. Implementation is planned for 27th of April 2017.



71%

Ongoing

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

0% Planned

‐

Initial activity started as part of FAB CE DAM/STAM Project (ex. P3), kick off planned in2017. 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 2018. Objective is linked with one of the FAB CE projects ‐ see details in Chapter 5 of Level 1 document.

31/12/2018

ASP (By:12/2021)

Austrocontrol

Initial activity started as part of FAB CE DAM/STAM Project (ex. P3), kick off planned in2017. 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 2018.



0%

Planned

31/12/2018


FCM05

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

40% Ongoing

‐

Implementation of interactive rolling NOP is planned through upgrade of the automated ASM support system with the capability of AIXM 5.1 B2B data exchange with NM and Perform 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. Objective is planned in the context of FAB CE projects; see details in LSSIP Chapter 5. Airport slots are already transmitted to DDR. Implementation of LARA System is envisaged until 2018. In accordance with the planned initiative of the Airport Operations Plan for Vienna, the required complement and integration with the NOP is envisaged and recognised 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 are of LARA System is envisaged until 2018, and In accordance with the planned initiative of the Airport Operations Plan for Vienna, the required complement and integration with the NOP is envisaged and recognised 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.

‐ 30%

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 acordingly to reach the target by end 2021.

‐ 50%

Ongoing

31/12/2021


FCM06

Traffic complexity assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

0% Late

‐

The required tools and messages foreseen to assess the traffic complexity are planned to be implemented by end of 2024 at the latest, as the reception, processing and integration of EFD message is planned for implementation by the end of 2024 only ‐ following the recent plans of COOPANS / TOP Sky development steps. Several options are presently under discussion, on whether Austro Control will procure a ready‐made Complexity Assessment Tool, or will commit to develop such a tool using own resources. One solution is being discussed on the possibility to have a common FAB CE Complexity Tool, more details will be available end 02/2017. Initial actions have been made, with advanced use of CHMI functions (Associated Flows etc). Objective is linked with one of the FAB CE projects ‐ see details in Chapter 5 of Level 1 document.

31/12/2024

ASP (By:12/2021)

Austrocontrol

The required tools and messages foreseen to assess the traffic complexity are planned to be implemented by end of 2024 at the latest, as the reception, processing and integration of EFD message is planned for implementation by the end of 2024 ‐ following the recent plans of COOPANS / TOP Sky development steps. Several options are discussed on whether Austro Control will procure a ready‐made Complexity Assessment Tool, or will commit to develop such a tool using own resources. One solution is being discussed on the possibility to have a common FAB CE Complexity Tool, more details will be available end 02/2017. Initial actions have been made, with advanced use of CHMI functions (Associated Flows etc).



0%

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 capabilities, the reception and processing of EFPL Information will be installed 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

44% Ongoing

‐

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 TOD implementation according to the objective deadlines. The implementation of the eTOD objective and its requirements is planned to be ready by May 2018 according to the national TOD policy in cooperation with Austro Control, Airport Vienna, a.o.

31/05/2018

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 TOD implementation according to the objective deadlines. The implementation of the eTOD objective and its requirements is planned to be ready by May 2018 according to the national TOD policy in cooperation with Austro Control, Airport Vienna, a.o. Two Task Forces have been established, dealing with technical issues and legal issues, respectively.

‐ 55%

Ongoing

31/05/2018

ASP (By:05/2018)

Austrocontrol The implementation of the eTOD requirements is planned to be ready by May 2018 according to the national TOD policy

eTOD Database Phase 1

55% Ongoing

31/05/2018

APO (By:05/2018)

Flughafen Wien AG

The Airport Vienna is intends to implement the required activities for the collection, management and provision of TOD in accordance with national TOD policy in time until mid 2018

‐ 10% Ongoing

30/05/2018

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 target time in March 2015. Next step to reach 100% ACID Compliance is planned by end of 2019.

31/12/2019

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

31/12/2019


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

40% Late

‐

A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and has been approved by NSA. Several formal arrangements have been already signed (2 Airports and several Austro Control internal originators). 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 31.05.2018.

31/12/2018

REG (By:06/2017)


Ongoing according to project plan (still to be analysed, if the Austro Control / ADQ compliance check list is the proper means of compliance for MIL) Formal arrangements planned to be established with all parties concerned. MIL Arrangements with Austro Control will be elaborated in time and rest on the 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

31/05/2018


A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and has been approved by NSA. Several formal arrangements have been already signed (2 Airports and several Austro Control internal originators). 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 31.05.2018.

‐ 62%

Late

31/05/2018


ASP (By:06/2017)

Austrocontrol

A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and approved by NSA. Some formal arrangements have been already signed, out of them only 2 Airports and several Austro Control internal originators. 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.

‐ 74%

Late

31/12/2017


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

31/12/2017

APO (By:06/2017)

Flughafen Wien AG

Ongoing according to project plan: Further steps can be made following the signature process for the required checklist, which will be given as soon as some issues will have been cleared by CAA. Common dataset and digital exchange format requirements are planned for implementation by end 2018. Further procedure, which Safety Assessments are required to be provided to the NSA, will be evaluated together with NSA

‐ 0%

Late

31/12/2018

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

‐

CPDLC operation has been put into service for the FIR Vienna above FL 285 since 17 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)


‐


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

44% Ongoing

‐

8.33 kHz conversion is ongoing. The Notification for OPC assignments was transmitted to the commission in June 2016 and requirements for the remaining stakeholders will be fulfilled in time. Conversion at ANSP level completed. For safety reasons, frequencies assigned to ATIS and Volmet will be converted to 8,33 kHz channel spacing as of 31st December 2018. MIL: 8,33 kHz conversions will be ready by 12/2018 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. No local exemptions for MIL aircraft are envisaged. For Airport VIE: the required FRQ assignments and conversions to 8,33 kHz for all radio equipment are planned until the end of 2017.

31/12/2018

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.

‐ 62%

Ongoing

31/12/2018


8.33 kHz conversion is ongoing. ‐ 41% Ongoing

31/12/2018

ASP (By:12/2018)

Austrocontrol

Conversion at ANSP level completed. For safety reasons frequencies assigned to ATIS and Volmet will be converted to 8,33 kHz channel spacing as of 31st December 2018.

8,33 FRQ channel

spacing below FL195

82%

Ongoing

31/12/2018


8,33 kHz conversions will be ready by 12/2018 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. No local exemptions for MIL aircraft are envisaged.

‐ 30%

Ongoing

31/12/2018

MIL (By:12/2020)


8,33 kHz conversions will be ready by 12/2018 according to the national MIL conversion plan. State aircraft / MIL carrier aircraft are already equipped to a major part, fully converted by end 2017 at the latest. No local exemptions for MIL aircraft are envisaged.

‐ 30%

Ongoing

31/12/2018

APO (By:12/2018)

Flughafen Wien AG

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

8,33 FRQ channel

spacing below FL195

7%

Ongoing

31/12/2017


All necessary measures have been taken and verified at MoD Level to ensure compatibility with 8.33 kHz channel spacing at relevant MIL airports.

‐ 10% Ongoing

31/12/2017


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 New aircraft capability: 08/06/2016 ELS in transport‐type State aircraft : 07/12/2017 EHS and ADS‐B Out 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 new SUR systems are 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 therelevant 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, aircraft fleet and the specific carriage and operation of Mode S Enhanced Surveillance and ADS‐B Out avionics, will be implemented by 2019

31/01/2019

REG (By:02/2015)


Safety assessments for changes and new SUR systems are continuously monitored and audited by NSA and formal acceptance comminicated 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 therelevant 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 2019. No percentage data is going to be released.

‐ 10% Ongoing

31/01/2019


NAV03

RNAV 1 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 STAR procedures which are still based on RNAV5 to serve all our costumers, the roll out is completed.

31/12/2014

ASP (By:12/2023)

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 costumers, the roll out is completed.

‐ 100%

Completed

31/12/2014


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


‐

NAV10

APV procedures Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016

100% Completed

‐

In accordance with the ICAO assembly resolution 37, currently there are APV/Baro procedures published in AIP for Vienna, Innsbruck, Salzburg and Graz. APV/SBAS procedures for Linz and Graz have been published in 2013.

31/12/2013

REG (By:04/2016)


AMCs are generally not converted into national regulations. ‐ 100% Completed

31/12/2010

ASP (By:12/2016)

Austrocontrol

In accordance with the ICAO assembly resolution 37, currently there are APV/Baro procedures published in AIP for Vienna, Innsbruck, Salzburg and Graz. APV/SBAS procedures for Linz and Graz have been published in 2013.

‐ 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


6.3. Detailed Objectives Implementation progress – Additional Objectives for ICAO ASBU Monitoring

ATC02.2

Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 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)

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


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

31/03/2015

REG (By:12/2015)


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

‐ 100% Completed

31/12/2014

ASP (By:03/2012)

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

‐ 100% Completed

31/03/2012

MIL (By:12/2015)


MIL 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 already 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 04/2018 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


INF04

Implement integrated briefing Timescales: Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012

100% Completed

‐

Objective completed. ACG runs an integrated system service, which enables its customers to plan a flight, coordinate an inner‐European flight regarding air traffic (NMOC) to complete the necessary pilot pre‐flight briefing including the MET briefing, either directly at the airport or via internet

31/12/2005

ASP (By:12/2012)

Austrocontrol

ACG runs an integrated system service, which enables its customers to plan a flight, coordinate an inner‐European flight regarding air traffic (NMOC) to complete the necessary pilot pre‐flight briefing including the MET briefing, either directly at the airport or via internet. Not applicable to the Military. The Austrian Military Authorities are using their own briefing and FPL‐system which is tailored to their own specific needs and independent from the civil IBS. Only for flights outside Austrian airspace ‐ which is a very rare case ‐ the civil IBS is used for the retrieval of AIS and MET briefings, without using the FPL‐functions.

‐ 100%

Completed

31/12/2005

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


‐


ANNEXES

Annex A - Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP Focal Point for Austria 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 / BMLVS Obst Gerold DOBLHAMMER

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person for Austria DPS/PEPR Agnieszka DYBOWSKA

Implementation Objectives

Implementation

Objective

EUROCONTROL Objective Owners

EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist

AOM13.1 O. MROWICKI A. DYBOWSKA Kristian WOLLNER

AOM19.1 G. ACAMPORA O. ALFARO Ralph MICHALKE



AOM21.1 C. BRAIN A. DYBOWSKA Kristian WOLLNER

AOM21.2 C. BRAIN A. DYBOWSKA Kristian WOLLNER

AOP04.1 M. BIRENHEIDE P. VRANJKOVIC Bernhard SÖLLNER

AOP04.2 M. BIRENHEIDE P. VRANJKOVIC Bernhard SÖLLNER

AOP05 M. BIRENHEIDE F. ROOSELEER Roland SCHMIDT

AOP10 M. BIRENHEIDE F. ROOSELEER Christian KERN

AOP11 M. BIRENHEIDE L. DELL’ORTO Franz EHMOSER

AOP12 M. BIRENHEIDE P. VRANJKOVIC Christian WOBORSKY


AOP13 M. BIRENHEIDE P. VRANJKOVIC Christian WOBORSKY

ATC02.8 B. BAKKER F. ROOSELEER Roman KIENAST

ATC07.1 P. TERZIOSKI L. DELL’ORTO Roman KIENAST

ATC12.1 P. TERZIOSKI L. DELL’ORTO Roman KIENAST

ATC15.1 P. CONROY L. DELL’ORTO Roman KIENAST

ATC15.2 P. HOP L. DELL’ORTO Roman KIENAST

ATC17 S. MORTON L. DELL’ORTO Roman KIENAST

COM10 Y. EYUBOGLU J. PINTO Gerhard BERGER

COM11 L. POPESCU J. PINTO Thomas BAUMGARTNER

COM12 W. JANSSENS J. PINTO Thomas BAUMGARTNER

ENV01 M. BIRENHEIDE B. HILL Daniel SCHAAD

ENV02 S. MAHONY B. HILL Christian WOBORSKY

FCM03 C. BOUMAN O. CIOARA Reinhard WALCHER

FCM04.1 P. HOP O. CIOARA Ralph MICHALKE

FCM04.2 P. HOP O. CIOARA Ralph MICHALKE

FCM05 I. MENDES VIDEIRA O. CIOARA Ralph MICHALKE

FCM06 P. HOP F. ROOSELEER Roman KIENAST

FCM07 C. BOUMAN O. ALFARO Ralph MICHALKE

FCM08 K. BREIVIK O. CIOARA Ralph MICHALKE

FCM09 R. STEVENS O. CIOARA Ralph MICHALKE

INF07 A. PETROVSKY A-P. FRANGOLHO Robert WEHOFER

INF08.1 I. MENDES VIDEIRA A-P. FRANGOLHO Roman NOSSAL

INF08.2 I. MENDES VIDEIRA A-P. FRANGOLHO Roman NOSSAL

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Robert WEHOFER

ITY-AGVCS2 J. POUZET B. HILL Thomas BAUMGARTNER

ITY-FMTP L. POPESCU O. ALFARO Michael LÖFFLER

ITY-ACID A. DESMOND-KENNEDY O. CIOARA Reinhard WALCHER

ITY-SPI M. BORELY O. CIOARA Wolfgang NEUMEISTER

ITY-AGDL S. DISSING B. HILL Michael LÖFFLER

NAV03 F. PAVLICEVIC P. VRANJKOVIC Daniel SCHAAD

NAV10 R. FARNWORTH P. VRANJKOVIC Daniel SCHAAD

SAF11 S. LAWRENCE F. ROOSELEER Alfred VLASEK


Annex B - National Stakeholders Organisation charts

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

http://www.bmvit.gv.at/ministerium/organisation/index.html


Austro Control GesmbH

www.austrocontrol.at

Airport Vienna

http://www.viennaairport.com


Annex C - 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 as mentioned in the Reference Documents.

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)

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

Local Single Sky ImPlementation (LSSIP) AUSTRIA

Documents

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