Local Single Sky ImPlementation (LSSIP) POLAND - Eurocontrol

Year 2014 - Level 1

EUROCONTROL

Local Single Sky ImPlementation (LSSIP) POLAND

LSSIP Year 2014 Poland Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for Poland

Infocentre Reference: 15/01/12-31

Document Identifier Edition: Year 2014

LSSIP Year 2014 Poland Edition Date: 2014

LSSIP Focal Point - Jolanta WAKULICZ E-mail: [email protected]

National LSSIP

Co-ordinator

LSSIP Contact Person - Ingrid FEIJT E-mail: [email protected]

Unit DPS/PEPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\Poland (PL) - IF\Year 2014\(6) - Released Issue\LSSIP_2014_Released_Poland.docx

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.eurocontrol.int/articles/guidance-material

2 ESSIP Plan Edition 2013 www.eurocontrol.int/pepr

3 ESSIP Report 2012 www.eurocontrol.int/pepr

4 STATFOR Forecasts http://www.eurocontrol.int/statfor

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

6 European ATM Master Plan https://www.atmmasterplan.eu/

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

8 AIP Polska http://ais.pansa.pl/aip/

9 Baltic FAB Performance Plan 2015–2019

http://www.ulc.gov.pl/pl/zegluga-powietrzna/performance-scheme-oraz-single-european-sky/2199-plan-skutecznoci-dziaania-sub-eglugi-powietrznej-na-lata-2015-2019


APPROVAL SHEET

The following authorities have approved all parts of LSSIP Year 2014 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European Single Sky ImPlementation (ESSIP) Plan. – Edition 2014.


TABLE OF CONTENTS

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

Introduction .............................................................................................................................................. 4

Chapter 1 - National ATM Environment ................................................................................................... 5 1.1 Geographical Scope ................................................................................................................. 5

1.1.1 International Membership ..................................................................................................... 5 1.1.2 Geographical description of the FIR(s) ................................................................................ 5 1.1.3 Airspace Classification and Organisation ............................................................................ 6

1.2 National Stakeholders .............................................................................................................. 7 1.2.1 Civil Regulator(s) .................................................................................................................. 8 1.2.2 PANSA ............................................................................................................................... 10 1.2.3 Airports ............................................................................................................................... 11 1.2.4 Military Authorities .............................................................................................................. 11

Chapter 2 - Traffic and Capacity ............................................................................................................ 14 2.1 Evolution of traffic in Poland ................................................................................................... 14 2.2 ACC WARSAW ...................................................................................................................... 15

2.2.1 Traffic and en-route ATFM delays 2010-2019 ................................................................... 15 2.2.2 Performance summer 2014 ................................................................................................ 15 2.2.3 Planning Period 2015-2019 – Summer .............................................................................. 16

Chapter 3 - ESSIP Report recommendations ........................................................................................ 18

Chapter 4 - National Projects ................................................................................................................. 20

Chapter 5 - Regional Co-ordination ....................................................................................................... 27 5.1 FAB Co-ordination .................................................................................................................. 27 5.2 FAB Projects .......................................................................................................................... 27 5.3 Regional cooperation ............................................................................................................. 33

5.3.1 Regional Cooperation Initiatives ........................................................................................ 33

Chapter 6 - ESSIP Objective Implementation ........................................................................................ 34 6.1 ESSIP Objectives Implementation progress .......................................................................... 34 6.2 Alignment of PCP with ESSIP Objectives and related progress ............................................ 49

ANNEXES

LSSIP Year 2014 Poland 1 Released Issue

Executive Summary

National ATM Context

The main 2014 operational change in ATM context was implementation of the new ATM System PEGASUS 21. The process of the full operational implementation of the new ATM system, as the most complex in the history of PANSA was introduced in the 6-month period of transition, during which capacity was temporary reduced so that to achieve the least possible en route delay in the summer season of 2014.

The new ATM System and activities towards the vertical split of airspace will bring significant benefits in terms of increasing capacity starting from 2015.

Traffic and Capacity

Traffic in Poland increased by 2,3% (7,7% including VFR) during year 2014. The STATFOR medium-term forecast (MTF) predicts that in 2015 the traffic will grow by 4,9%.

ESSIP Objective Implementation

With regard to ESSIP objectives due for period 2012–2014, applicable to Poland, nine have been completed, four – partly completed, and 20 – are planned to be completed. Poland is late in implementing three out of 38 objectives. Moreover, there are two objectives in which Poland does not participate (ATC07.1, ATC15).

0

5

10

15

20

25

30

35

Completed PartiallyCompleted

Planned Late Notapplicable

No plan

Number of objectives

Progress in the implementation of LSSIP Objectives

2014


LSSIP 2014 - Poland

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

State-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

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

[IDP] [E] *

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

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

AOP03 Improve runway safety by preventing runway incursions [IDP] *

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

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

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

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

ATC07.1 Implement arrival management tools [E] *

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

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

[IDP] [E] *

ATC16 Implement ACAS II compliant with TCAS II change 7.1 *

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

[IDP] [E] *

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

[IDP] *

COM10 Migrate from AFTN to AMHS *

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

FCM01 Implement enhanced tactical flow management services [E] *

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

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

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

INF04 Implement integrated briefing * INF07 Electronic Terrain and Obstacle Data (TOD) *ITY-ACID Aircraft identification

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

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

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

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

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

NAV10 Implement APV procedures [IDP] [E] *


LSSIP 2014 - Poland

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

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

SAF11 Improve runway safety by preventing runway excursions *

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

SRC-SLRD Safety Levels and Resolution of Deficiencies

Airport-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

EPWA-Warsaw

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

[E] *

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

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

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

[IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned Not Applicable (Poland/EPWA) does not participate in this obj.

Late

E= Essential – Master Plan Reference IDP = Interim Deployment Programme

NOTE: The year where the coloured box is placed indicates the ‘Implementation Completion Date’ as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date.


Introduction

The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document – Year 2014 describes the situation in the State at the end of December 2014.

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

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

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 ESSIP Report 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 a set of the main ATM national projects which contribute directly to the implementation of the ATM MP OIs and/or Enablers and ESSIP related Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the states 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 high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

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

Note: 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

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

Organisation Since

ECAC 28th June, 1990

EUROCONTROL 1st September, 2004

European Union 1st May, 2004

EASA 1st May, 2004

ICAO 4th April, 1947

NATO 12th March, 1999

ITU

1.1.2 Geographical description of the FIR(s)

The geographical scope of this document is the Warszawa Flight Information Region (FIR Warszawa). It consists of Polish airspace over the land, internal waters and territorial sea and certain airspace over the open Baltic Sea.

The Polish airspace consists of controlled airspace and uncontrolled airspace. The uncontrolled airspace is defined as airspace outside controlled airspace, Temporary Segregated Areas (TSA), Temporary Restricted Areas and Military Aerodrome Traffic Zones (MATZ).

The FIR EPWW lies within the national borders to the East, South and West, where it borders on respectively the Vilnius, Minsk, L’vov, Bratislava, Praha and Berlin FIRs. To the North it covers part of the Baltic Sea and has common boundaries with the Malmö and Kaliningrad FIRs. Kaliningrad and Minsk FIRs are not ECAC States.

There are 9 TMAs within the FIR WARSZAWA at Gdańsk, Kraków, Szczecin, Warszawa, Rzeszów, Łódź, Poznań, Lublin, Bydgoszcz.

TMA

Lower limit

Upper limit

No of sectors

LTMA/UTMA Gdańsk 1800ft FL135 (LTMA) FL285 (UTMA) 5

LTMA/UTMA Kraków 2300ft FL095 (LTMA) FL285 (UTMA) 6

TMA Szczecin 1700ft FL135 4

TMA Warszawa 1000ft FL225 9

TMA Rzeszów 2000ft FL145 4

TMA Łódź 1800ft FL095 2

TMA

Poznań

North 1600ft FL195 4

South 2100ft FL195 7

TMA Lublin 1800ft FL135 4

TMA Bydgoszcz 1800ft FL135 3


The lateral dimensions of all TMAs can be found in the Polish AIP starts from section ENR 2.1. Poland has implemented some airspace delegations with neighbouring FIRs. Details are described in ENR 2.1 The extent of Polish airspace and its adjacent FIR/UIRs is depicted in the Figure 1 below:

1.1.3 Airspace Classification and Organisation

From 18 March 2004 Airspace ICAA class C is applied from FL 95 to FL 660 except Airspace ICAO class G that will be applied from SFC to FL 95 in non-controlled airspace.

Class D has been implemented in CTR and TMA Lublin up to FL095; CTR and TMA Zielona Góra up to FL095; CTR EPLL; CTR EPBY; CTR EPMO. Further implementation is planned systematically within other TMA’s and CTR’s.


At present, the situation is as follows:

FL or Alt Band Poland

Upper Limit

95‐660

C

GND‐FL095

Outside CTR’s and TMA’s

G

Major TMA C

Minor TMA

C

D

Up to FL095

CTA/AWY C

CTR C D

Legend A B C D E F G Unclassified or N/A No Reply

1.2 National Stakeholders

The main National Stakeholders important for efficient ATM operations in POLAND are the following:

- The Civil Aviation Authority (CAA), also the National Supervisory Authority (NSA) for Poland;

- The Polish Air Navigation Services Agency (PANSA);

- The Polish Air Force;

- The Military Air Traffic Service Office;

- The Polish Airports State Enterprise, operating the Warsaw Chopin Airport and Zielona Góra/Babimost Airport;

- The State Commission on Aircraft Accident Investigation (SCAAI).


Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.

1.2.1 Civil Regulator(s)

1.2.1.1 General information

The Ministry of Infrastructure and Development is responsible for civil aviation in Poland. The different national entities, having regulatory responsibilities in ATM, are summarised in the table below. The CAA is further detailed in the following sections.

Activity in ATM: Organisation responsible

Legal Basis

Rule-making The Ministry of Infrastructure and Development The Civil Aviation Authority (CAA)

Polish Aviation Law of 3 July 2002 with further amendments

Safety Oversight The Civil Aviation Authority (CAA)

Regulation (EU) No 1034/2011


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

The Civil Aviation Authority (CAA)

Regulation (EU) No 1034/2011, Art. 12

Airspace The Civil Aviation Authority (CAA)

Regulation (EC) No 551/ 2004



Warsaw

Chopin Airport

Military Air Traffic Service Office

Airspace Advisory Committee

Ministry of Infrastructure and

Development

Ministry of National Defence

The State Commission for Aircraft Accident

Investigation

Civil Aviation Authority

Polish Air Navigation Services Agency

Polish Airports State

Enterprise

Air Force Headquarter

Zielona Góra-Babimost

Airport

Military Accident Investigation

Office


Activity in ATM: Organisation responsible

Legal Basis

Economic The Civil Aviation Authority (CAA)

The Ministry of Infrastructure and Development


Regulation (EC) No 550/2004

Regulation (EU) No. 691/2010




Environment The Ministry of Environment


Annex 16 ICAA

Security The Ministry of Internal Affairs

The Civil Aviation Authority (CAA)



MoIA general rules

CAA approval of “Security Programme for aerodromes and conducting of security inspections, oversight”

Accident investigation State Commission on Aircraft Accidents Investigation (SCAAI)

Convention on International Civil Aviation signed on 7 Dec1944 The Aviation Law Act of 3 July 2002

1.2.1.2 The Civil Aviation Authority (CAA)

The President of the Civil Aviation Authority performs functions of aviation administration and aviation supervision authority in the following main areas: compliance with legal provisions relating to the civil aviation, operation of aircraft and certification of entities conducting activity in civil aviation, airworthiness of aeronautical equipment and competency of flight personnel, registers of aircraft, aerodromes, aviation ground facilities, flight personnel and landing areas, flight safety in civil aviation, including examination and evaluation of safety levels in civil aviation, application of civil aviation regulations, approving boundaries of manoeuvring area of the aerodrome.

Polish Aviation Law of 3 July 2002 provides main basis upon which the Polish aviation regulatory framework is being developed.

IAW Aviation Law, the Civil Aviation Authority is in charge of ATM safety regulation and has been nominated as the National Supervisory Authority (as per the SES Regulations). As the National Supervisory Authority, the CAA is independent from the Polish Air Navigation Services Agency. The independence is thus achieved at institutional level.

Rulemaking, Safety Oversight and Safety Performance Monitoring have been entrusted to the safety regulatory function (CAA). ATM safety occurrence analyses have been entrusted to CAA together with SCAAI and PANSA. In the flight safety domain the CAA covers following areas:

- evaluation of principles for creating methods leading to organising flight safety and prevention activities;

- safety oversight and inspection of ATM services and aircraft; - co-operation with the State Commission for Aircraft Accidents Investigation – evaluation and analysis

of accident causes; - conclusions and, after accident recommendations, supervision and control of their implementation; - managing the accident and aviation incidents’ database;


- preparation of annual and immediate after-flight damage reports; - consultation of draft aviation regulations; - preparation of Annual Summary Template.

Annual Report published: Y Safety Oversight Annual Report. (Available in CAA)

The address of NSA website: www.ulc.gov.pl

1.2.2 PANSA

The Polish Air Navigation Services Agency (PANSA) was set up on 1 April 2007 and replaced the Polish Air Traffic Agency (PATA) which as a state body was responsible for air traffic over Poland. PANSA is responsible for guaranteeing safe, continuous, fluent and efficient air traffic. It is a state body (acting as a legal entity with an autonomous budget) responsible for air traffic management within Polish airspace in accordance with ICAA, except at military airports.

Name of the ANSP: Polish Air Navigation Services Agency

Governance: Independent Agency Ownership: State-owned

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Aerodrome(s) Y

AIS Y

CNS Y

MET N Institute of Meteorology and Water Management-National Research Institute(IMGW-PIB) is the institution certified by the CAA IBCOL Polska Limited Company

ATCO training Y

Others Flight Safety Inspection (NAV&SUR test flights, and control flight of the procedures).

Additional information:

Provision of services in other State(s):

Y Cross-border areas with Czech Republic where PANSA is a service provider, and with other two countries: Germany and Sweden which provide services in parts of EPWW FIR.

Annual Report published: Y PANSA publishes an Annual Report every year.

Address of ANSP website: www.pansa.pl

The Annual Report is also published in the CAA official journal: www.ulc.gov.pl.

1.2.2.1 ATC system in use

Specify the manufacturer of the ATC system currently in use: INDRA Sistemas, PEGASUS_21

Major upgrade1 of the ATC system is performed or planned? Operational since 26.11.2013, first upgrade planned for Q1 2015

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


1.2.2.2 ATC units

The following Table lists the ACC sectors and TMAs in the Polish airspace, which are of concern to this LSSIP.

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route APP

Warszawa ACC 9

Warszawa ACC– Radar Service.

Warszawa APP 9 Warszawa APP – Radar Service.

Gdańsk APP 5 Gdańsk APP – Radar Service.

Kraków APP 6 Radar Service Kraków sector &

Katowice sector (2 sectors in all since 2006)

Poznań APP 11 Radar Service Poznań Sector North

(EPPO)& South (EPWR)

1.2.3 Airports

1.2.3.1 General information

Two of the currently functioning Polish Airports: Warszawa-Chopin, Zielona Góra-Babimost are operated by “Polish Airports” State Enterprise. Other regional airports: Gdańsk-Lech Wałęsa, Katowice-Pyrzowice, Wrocław-Strachowice, Kraków-Balice, Szczecin-Goleniów, Poznań-Ławica, Łódź-Lublinek, Rzeszów-Jasionka, Bydgoszcz-Szwederowo, Warszawa-Modlin and Lublin have been transformed into commercial companies with ownership shared by State Treasury, PPL, local authorities and private sector.

1.2.3.2 Airport(s) covered by the LSSIP

APO SloAs are contained in the following objectives: ENV, AOP, ITY-ADQ, SAF11 and INF07. In addition to the Annex B of the ESSIP Plan edition 2014, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. So Warsaw Chopin Airport which is the main national airport of Poland is covered in this LSSIP and it is part of airports listed in the ‘APT’ related list of airports.

1.2.4 Military Authorities

The Military Authorities responsible for air traffic management for military aircraft in POLAND are the Armed Forces General Command, and the Military Air Traffic Service Office (MATSO) of Polish Forces. They report to the Ministry of Defence through the Chief of General Staff.

In peace time, the management of Polish airspace functions is carried out by the Minister for Transport. During wartime or a state of emergency, upon the Polish Aviation Law of 3 July 2002, the Minister of Infrastructure and the Minister of Defence, by means of regulations, define the rules for handling the functions to the Minister of Defence, considering the rules of co-operation between national air traffic management authority with relevant military services. All responsibilities relating to state security are realised by the Minister of Defence through appropriate executive bodies.

On the basis of legal documents, on the 1st January 2002, the Military Air Traffic Service Office (MATSO) of Polish Armed Forces was established. Being the main military authority subordinate to the Armed Forces General Commander, MATSO holds the position of the central management and supervision body over the military air traffic service in Polish Armed Forces. MATSO accomplishes the tasks on the operational management level and its area of responsibility comprises the general supervision over military air traffic services at military air bases as well as co-ordination between civil and military services.

Additionally its area of responsibility includes the implementation of unified procedures, norms, and standards of technical equipment, and unification of ATS personnel qualifications in integrated air traffic management system.


MATSO co-operates with the Polish Air Navigation Services Agency (PANSA) and other Polish civil aviation organisations. The main objective of this co-operation is the delegation of air traffic management authority to MATSO in times of war or crisis.

Polish military authorities set objectives for adoption of NATO standards and procedures under the guidelines of NATO Air Traffic Management Committee (NATMC). This led to the integrated ATM system.

The Polish Aviation Law of 3 July 2002 allows Military to provide ATC services at military aerodromes. Military Air Traffic Control Service (aerodrome control, approach control) is provided to all aircraft (civil/military) performing flights in Military Air Traffic Zone (MATZ) designed for every military airport. MATZ is non-classified airspace, however all ATC services provided are compliant with D class airspace regulations. It means that by internal regulation all services are provided in accordance to CAA regulations with exceptions (for military users) described in ATC Local Operational Procedures and MIL AIP – but in the light of standing CAA regulations, provided services are not considered as “controlled”. Practically, ATC provided by the military ATS to civil aircraft relates to occasional humanitarian, private/business and SAR flights at military aerodromes.

The military part is not a service provider neither for GAT nor for OAT.

The military provide military ATS solely at military aerodromes, except SAR service, which is provided in the whole FIR Warszawa (MET can be provided by separate organisation according to regulations; some services can be provided by MIL MET, but not all). The provision of Flight Information Service by the military ATS to civil aircraft relates to occasional humanitarian, private/business and SAR flights at military aerodromes. This service is not considered an ATC service and the clearance limit for the controlled part of the flights is provided to the crew individually, therefore military aerodromes are not considered ‘controlled’ in the light of standing ICAA regulations, except one military airport Poznan-Krzesiny.

The level of integration between civil and military is realised through the ASM specialists (MATSO officers), who are delegated to AMC Poland in the Polish Air Navigation Services Agency.

The Military regulatory, service provision and user role in ATM are recalled in a synthetic way in the chart below.

1.2.4.1 Regulatory role

Regulatory framework and rule-making

OAT GAT

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

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

N

Level of such legal provision: Level of such legal provision:

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

These provisions cover: These provisions cover:

Rules of the Air for OAT N

Organisation of military ATS for OAT N Organisation of military ATS for GAT N

OAT/GAT Coordination N OAT/GAT Coordination N

ATCO Training N ATCO Training N

ATCO Licensing N ATCO Licensing N

ANSP Certification N ANSP Certification N

ANSP Supervision N ANSP Supervision N

Aircrew Training ESARR applicability

Aircrew Licensing

Additional Information: Additional Information:

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

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

National AIP N National AIP N

National Military AIP Y National Military AIP Y

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: Other:


Oversight

1.2.4.2 Service Provision role

Military ANSP providing GAT services SES certified?

N/A 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?

N

1.2.4.3 User role

1.2.4.4 Flexible Use of Airspace (FUA)

OAT GAT

National oversight body for OAT: N NSA (as per SES reg. 550/2004) for GAT services provided by the military: Not applicable

OAT GAT

Services Provided: Services Provided:

En-Route N/A En-Route PANSA

Approach/TMA N/A Approach/TMA PANSA

Airfield/TWR/GND AFGC Airfield/TWR/GND PANSA

AIS AFGC AIS PANSA

MET AFGC MET MET office

SAR AFGC, PANSA – coordination SAR PANSA – coordination

TSA/TRA monitoring AFGC, PANSA FIS PANSA

Other: Other:

Additional Information: Additional Information:

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT

If Military fly OAT-IFR inside controlled airspace, specify the available options: Within a special OAT route system

Free Routing Within specific corridors only Y

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

Within a special OAT route system Y Under radar advisory service

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special agreement

No special arrangements X Exemption from Route Charges X

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

CNS exemptions: RVSM X 8.33 X Mode S ACAS X

Military in <State> 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 Poland

2014

Traffic in Poland increased by 2.4% during Summer 2014 (May to October inclusive), when compared to the same period during 2013.

2015-2019

The EUROCONTROL Seven-Year Forecast predicts an average annual increase between 2.0% and 6.5% during the planning cycle, with a baseline growth of 4.2%.

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

2010 A 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

IFR

flig

hts

Poland - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast A = ActualF = Forecast

2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

H 2.9% 7.2% 7.4% 6.3% 6.2% 5.6% 4.3%

B 9.4% 4.6% 1.1% 2.6% 4.9% 4.5% 3.8% 3.8% 3.8% 3.7%

L 2.2% 2.7% 1.8% 1.7% 1.9% 1.8% 1.6%

ESRA08 B 3.1% -2.4% -1.1% 1.8% 2.4% 2.8% 2.3% 2.3% 2.8% 3.1%

EUROCONTROL Seven-Year Forecast (September 2014)IFR flights yearly growth

Poland


2.2 ACC WARSAW

2.2.1 Traffic and en-route ATFM delays 2010-2019

2.2.2 Performance summer 2014

Traffic Evolution 2014 Capacity Baseline

En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

+2.1 % 135 (-4%) 0.28 1.14 Yes

The average en-route delay per flight increased from 0.51 minutes per flight in Summer 2013 to 1.14 minutes per flight in Summer 2014.

63% of delays were for the reason ATC Capacity, 13% for ATC Staffing, 10% for Weather and 9% for Special Event.

Capacity Plan 0% Achieved Comments

Mode S Yes

Improved ATFCM techniques, including STAM Yes

Flexible sector’s RATE and occupancy management. Successful usage of MCP

New ATM system in operation (Nov 2013) Yes Reached full flat performance in May 2014

4 ATCOs less Yes

Improved sector configurations and management of configurations Yes

Increased number of available and useful configurations

Re-evaluation of sector capacities Yes

Maximum configuration: 9 sectors Yes 9 sector configuration used on demand up to 90 min. of duration

Summer 2014 performance assessment

The ACC capacity baseline was measured with ACCESS/Reverse CASA at 135, 4% lower than in 2013. During the measured period, the average peak 1 hour demand was 150 and the average peak 3 hour demand was 141.

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 2089 2222 2395 2414 2456

Summer Traffic 1801 1954 2017 2063 2107

Yearly Traffic 1594 1748 1806 1829 1844

Summer Traffic Forecast 2170 2254 2338 2427 2519

High Traffic Forecast - Summer 2217 2361 2515 2660 2816

Low Traffic Forecast - Summer 2121 2144 2184 2226 2272

Summer enroute delay (all causes) 1.40 0.93 0.80 0.51 1.14

Yearly enroute delay (all causes) * 1.13 0.66 0.53 0.52 0.94

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

0

500

1000

1500

2000

2500

3000

En

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te D

ela

y (m

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tes

pe

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EPWWACC - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014


2.2.3 Planning Period 2015-2019 – Summer

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

2015 2016 2017 2018 2019

Free Route Airspace Stepped implementation of FRA

Airspace Management Advanced FUA

Airport & TMA Network

Integration

Cooperative Traffic Management

Improved ATFCM techniques, including STAM

Airspace Polish 2010+ airspace project

Stepped implementation of

vertical sectorisation Additional layer

Procedures Introduce 5 NM

longitudinal separation

Staffing Additional controllers

Technical Datalink

Capacity

Re-evaluation of sector capacities

New configurations Improved

flexibility

Improved sector configurations and management of configurations

Significant Events

Max sectors 9 9/10 10/11 10/11 10/11

Capacity increase p.a. 3% 7% 10% 8% 5%

Reference profile 10% 5% 5% 6% 3%

Additional information

2015 2016 2017 2018 20190.23 0.23 0.23 0.23 0.230.34 0.34 0.34 0.34 0.34

AnnualEPWWCTA

Summer

En-route ATFM delay breakdown - Reference Values

H 156 16% 166 6% 176 6% 186 6% 196 5%

Ref. 148 10% 155 5% 163 5% 172 6% 178 3%

L 144 7% 146 1% 149 2% 153 3% 157 3%

Open 150 11% 157 5% 166 6% 174 5% 180 3%

C/R 153 13% 160 5% 169 6% 177 5% 183 3%

EPWW 135

Capacity Profiles

ACC2014

baseline Profiles (hourly movements and % increase over previous year)

2015 2016 2017 2018 2019


2015-2019 Planning Period Outlook

The capacity gap is expected to be closed from 2017, and the performance should improve over the planning period. The implementation of the vertical sectorisation is the key to the capacity increase and further delay reduction.

2013 2014 2015 2016 2017 2018 2019

2015‐2019 Reference Capacity Profile 148 155 163 172 178

Capacity Profile ‐ Shortest Routes (Open) 150 157 166 174 180

Capacity Profile ‐ Current Routes 153 160 169 177 183

Capacity Profile ‐ High 156 166 176 186 196

Capacity Profile ‐ Low 144 146 149 153 157

Capacity Baseline 140 135

2015 ‐ 2019 Plan 139 149 164 177 186

80

100

120

140

160

180

200

220Cap

acity profile (movements per hour)

EPWWCTA - Reference capacity profile and alternative scenarios


Chapter 3 - ESSIP Report recommendations

Recommendations issued from the ESSIP Report for 2013 applicable to Poland for all items that require corrective actions and improvements.

Reference number

Recommendation Ownership

REC-2013-1 (4)

Local Stakeholders that declared delays in implementation of AOP04.1 to take corrective measures to reduce the implementation delays.

FR (LFMN), DE (EDDM), FR (LFLL),

FR (LFML), GR (LGTS), BG (LBSF),

GR (LGAV), IT (LIMC), IT (LIML), IT (LIPZ), IT (LIRF), FR (LFBO), BE (EBBR),

DE (EDDL), UK (EGLL), PT (LPPT),

ES (LEPA), RO (LROP), ES (LEBL),

PL (EPWA), UA (UKBB)

State feedback: Both organisations PANSA and PPL-Warsaw Chopin Airport (EPWA) have made efforts dedicated to A-SMGCS.

PANSA and Warsaw Chopin Airport have enrolled several Staff Members to follow the EUROCONTROL A-SMGCS Implementation Course at IANS. A delegation of PANSA was present at the recent course JAN 2015 at IANS.

PANSA has reorganized the project team and will implement ASMGCS according to the new reliable schedule. .

REC-2013-1 (6)

Local Stakeholders that declared delays in implementation of INF04 to take corrective measures to reduce the implementation delays.

LU, BG, HR, BA, GR, DE, ES, PL,

GE, RO, RS, FI, ME, HU, IT

State feedback: “PANSA reduced delay in implementation of INF04 to April 2014. This objective will be realized by implementation of EAD Briefing Facility.

Currently PANSA finalizes acceptance of the Briefing Facility Migration Plan with EUROCONTROL.”

REC-2013-1 (9) Local Stakeholders that declared delays in implementation of ATC02.2 to take corrective measures to reduce the implementation delays.

IT, AL, BA, NL, MT, PL, ES, CZ, GE, TR

State feedback: The new ATM system started operations in Nov 2013. PANSA trained a person responsible for the configuration of safety-nets, and designated consultants - controllers representing different APP and ACC units. Member of the team represents Poland in SPIN. The team prepared initial configuration of STCA and performed a safety assessment for this configuration. The results and evidence of the risk assessment and mitigation processes, including hazard identification, were collected and documented in safety case. Above mentioned safety case and safety assessment were delivered to the NSA before implementing change into the ATM system. Information about current configuration and rules how to respond to STCA was published in controllers' operating instructions. Separation infringements are mandatory to be reported by controllers. Controllers are also encouraged to report situations in which they consider STCA as too late or inappropriate. Safety-net manager has immediate access to the new reports, in order to further improve STCA algorithms and/or configuration. Information about STCA will be also repeated during controllers periodical refreshment trainings. Initial conclusions referring to software improvement were transformed into software requirements to be implemented within the software upgrade package. To appropriately fulfill requirement for monitoring of the generated alerts, in the incoming months


Reference number

Recommendation Ownership

PANSA is preparing to implement EUROCONTROL ASMT tool.

REC-2013-4 Ensure better planning reliability at local level. All States

State feedback: This necessity is taken into account and to improve the planning process

PANSA takes actions through internal changes, eg. modification of procedures.

REC-2013-5 The ANSPs should ensure synchronised system evolution between neighbouring States.

All ECAC ANSPs

State feedback: PANSA fully support SESAR initiatives including systems interoperability.

REC-2013-15

The ANSPs within a FAB should coordinate their system renewal and capability evolution more closely in order to deliver larger scale performance improvements to customers.

FAB ANSPs

State feedback: System’s coordination within Baltic FAB is possible through implementation of the functionally identical fully interchangeable systems in Vilnius and Warsaw ACC during next update of ATM system in PANSA and Oro Navigacija. ATM Systems should be mirrored and enable flexible use of either system to provide services in whole FAB airspace.

A planned technical-technological solution of ATM systems in the Baltic FAB will be based on two interconnected functionally identical fully interchangeable ATM systems ensuring the implementation of a number of previously identified the Baltic FAB opportunities related to ATM system convergence, contingency and cross-border operations.

In order to implement such capabilities both ATM systems will be supplied by the identical data provided by all Baltic FAB technical-technological infrastructure (each ATS position in parallel will be connected to both ATM systems).

The harmonized airspace management together with ATM systems convergence and Cross-border Operations within the Baltic FAB will result in integration on the FAB level of airspace management, resources management, contingency provision as well as seamless operations of two ATS providers operating under the FAB umbrella.


Chapter 4 - National Projects

Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references

Expected Contribution to the Key Performance Areas *

PANSA (PL) COM (There is no separate project yet) (Code is not assigned yet )

Implementation of 8.33 kHz channel separation above FL195 (in line with EU 1265/2007). Implementation of VoIP: - in VCS-VCS relations (modernization of VCS); - in GRS-VCS relations.

2013-2016 In scope of schedule ESSIP:ITY-AGVCS2OI-Steps: - Other: EU Regulation: 1265/2007 ATM MP: CTE-C5

Capacity: The radio-communication systems develop related to the new airspace re-sectorisation will enable increased airspace capacity. Implementation of CPDLC will increase capacity around 14%, assuming that 100% of transition aircrafts will be equipped with VDLM2 Safety: Transition from analogue to digital technology for ground communications systems and for the CPDLC will increase the reliability of these system and at the same will increase the level of safety Environment: - Cost-Efficiency: Implementation of new technologies in the COM area allows reducing the operating costs of systems. Implementation of new technologies and the development of communications systems will require funding, but will reduce operating cost in the long term.

ERP Enterprise resource planning system Porowski (PR-54)

Implementation of Enterprise Resources Planning System.

2010-2016 External consultants elaborating final specification of the system.

ESSIP:-OI-Steps: - Other: -

Capacity: -Safety: - Environment: - Cost-Efficiency: Increase of ability to efficiently allocate human resources and define the possible bottlenecks. Improving the process of planning, controlling, costs allocating and create financial forecasts.

FIR Warsaw Airspace 2010+ (PPP2010+)

Optimization of FIR Warsaw airspace including TMAs in major Polish airports and flexible civil/military air structures.

2008-2015 - ESSIP:-OI-Steps: - Other: -

Capacity: Based on a network and operational oriented approach the objective of the Polish Airspace Project 2010+ is to develop an ATS route network structure to accommodate major traffic flows including terminal connectivity and define a new sectorisation with vertical splits adapted to the proposed route network structure within Warsaw FIR. The developed structure with




a vertical split provides a flexible sectorisation that can be adjusted according to traffic demand and as a consequence increases the overall capacity within Warsaw FIR by balancing traffic and controller workload. Safety: Safety levels are expected to be improved owing to the positive impact on airspace /ARN complexity. An increase in safety is also assumed from the increase in traffic predictability and improved controller monitoring. Environment: Reduction in airspace complexity and redistribution of traffic levels across the FIR (horizontally and vertically) implies a reduction in tactical vectoring and the additional capacity of controllers to award optimal fuel-saving DCT routes. In addition, the direct routings available for airspace users overflying the FIR contribute to the positive impact of the solution on horizontal track mile reduction. Cost-Efficiency: Increase in airspace capacity without increasing manpower is a key enabler for a more cost-effective ANS provision for airspace users.

Implementation of Controller-Pilot Data Link Communication (Pr67-CPDL)

Implementation of CPDLC (in line with EU 29/2009): - implementation of ACSP (Air Ground Communication Service Provider); - ATM system upgrade.

2013-2016 In scope of schedule ESSIP:ITY-AGDLOI-Steps: AUO-0301 Other: EU Regulation: 29/2009

Capacity: The radio-communication systems develop related to the new airspace re-sectorisation will enable increased airspace capacity. Implementation of CPDLC will increase capacity around 14%, assuming that 100% of transition aircrafts will be equipped with VDLM2. Safety: Transition from analogue to digital technology for ground communications systems and for the CPDLC will increase the reliability of these system and at the same will increase the level of safety. Environment: - Cost-Efficiency: Implementation of new technologies in the COM area allows to reduce the operating costs of systems. Implementation of new technologies and the development of communications systems will require funding, but




will reduce operating cost in the long term. Implement Advanced Surface Movement Guidance and Control System - A-SMGCS system for Warsaw airport (Pr-12 A-SMGCS)

A-SMGCS system for Warsaw airport will be implemented in cooperation PANSA and PPL (APO).AA SMGCS project has started in PANSA for the Warsaw Chopin Airport.

2013-2017 Project planning ESSIP:AOP04.1, AOP04.2 OI-Steps: AO-0102, AO-0201 Other: -

Capacity: Ability to maintain traffic when aerodrome traffic cannot be observed visually by aerodrome ATCO through the use of surveillance information and appropriate procedures. Safety: Improve situational awareness for aerodrome ATCO and enhanced safe operations. Precise identification and determination of the position of aircraft at the aerodrome area. Environment: Reduction of noise and emissions. Cost-Efficiency: Reduction of taxi time, reduction in delay and fuel burn through more efficient control of aerodrome surface traffic.

Modernisation of PEGASUS 21 system (Code is not assigned yet)

ATM system upgrade to iTEC, preparing to Network, SWIM, Enroute, including advanced TWR functionalities: a) Enable the ATM System to support RNP operations b) Electronic Flight Strips c) Upgrade the ATM system to support DCT routes d) Interface to NMS e) FDP system adaptation to interface with NOP f) ATM system adaptation to support AIXM 5.1 g) FDPS upgrade preparing for IOP Flight Object exchanges h) FDP System upgrade in preparation to integrate aircraft flight data prediction

2014-2019 Planning stage. ESSIP:FCM05OI-Steps: AOM-0202, AOM-0205, CM-0202, CM-0203, DCB-0102, IS-0901-A, IS-0901-B, IS-0901-C Other: -

Capacity: -Safety: Improved safety and controllers confidence. Environment: System will support cross-border FRA contributing to ENV KPIs for horizontal fuel savings and corresponding reduction of CO2 emission. Cost-Efficiency: -

Modernisation of Radiocomunication Network (Pr-28 COM)

Ground Radio Stations: - voice communication; - data link communication.

2010-2019 In scope of schedule ESSIP:COM11, ITY-AGDL, ITY-FMTP OI-Steps: AUO-0301, CM-0201-A

Capacity: The radio-communication systems develop related to the new airspace re-sectorisation will enable increased airspace capacity. Implementation of CPDLC will increase




Other: ATM MP: CTE-C8; CTE-C9; CTE-C11b

capacity around 14%, assuming that 100% of transition aircrafts will be equipped with VDLM2. Safety: Transition from analogue to digital technology for ground communications systems and for the CPDLC will increase the reliability of these system and at the same will increase the level of safety. Environment: - Cost-Efficiency: Implementation of new technologies in the COM area allows to reduce the operating costs of systems. Implementation of new technologies and the development of communications systems will require funding, but will reduce operating cost in the long term.

NAV Infrastructures (DVOR, DME) (PR-49)

Installation of new DVOR (12 sites) and DMEs (18 sites)

2010-2016 In scope of schedule. ESSIP:NAV03OI-Steps: AOM-0601, AOM-0602 Other: -

Capacity: Increase of the accuracy of the position of the aircraft by increasing the coverage of the navigation will allow more flexible airways and flight procedures. Minimizing delays in air traffic by increasing the precision of determining the position of the aircraft. Safety: Fulfilment of the requirements of navigation coverage. Multiple coverage of the beacon signal, will increase the accuracy of the aircraft location and to provide redundancy radio navigation coverage. Environment: The flexibility to design procedures for fluent air traffic management and reduction trajectory. Cost-Efficiency: Transition from the use of the DVOR / DME to the DME which is a cheaper technology, will reduce infrastructure maintenance costs. Coverage of the RNP1 is much cheaper than RNP5, also due to the increased accuracy of the location of the aircraft, reducing delays and generated support for air traffic services.

NAV Infrastructures (ILS) - There is no separate project yet

Installation/ modernization of ILS in 10 locations.

2010-2017 Warsaw- final stage, other – scheduled to be finished until 2017.


Capacity: Airport facilities in the ILS can reduce separation between landing aircraft and making possible to increase the number of landings.




(Code is not assigned yet)

Safety: Exchange of exploited ILS systems will increase safety - new equipment are generally more reliable. Increasing the accuracy of the aircraft location can navigate the aircraft with the prescribed rate on the path of approach in low visibility. Provide by instrument approach for landing, depending on the category, minimize the amount on which the decision is made whether to interrupted the approach to landing. The Airport with ILS system, are able to service the aircraft in bad weather conditions. Environment: - Cost-Efficiency: Airport facilities in the ILS allow increasing the number of aircraft to be serviced even under adverse weather conditions, which generates income for both ANSPs and Airport. Simultaneously are decreasing costs and delays associated with the return of aircraft to another airport in heavy weather.

Remote TWR (Pr-73)

Implementation of Remote TWR in selected aerodromes.

2014-2018 Planning stage. ESSIP:-OI-Steps: - Other: -

Capacity: -Safety: Greater flexibility and higher safety levels. Enhanced controller tools such as enhanced runway incursion monitoring. Environment: - Cost-Efficiency: Decrease of service provision costs both capex and opex through better use of existing infrastructure and avoiding costly TWR development and better utilisation of operational personnel.

SUR Infrastructure (PR-65)

Construction of 3 new radiolocation stations MSSR Mode-S in order to improve signal coverage in FIR Warsaw area.

2014-2020 Planning stage. ESSIP:ITY-SPIOI-Steps: - Other: ATM MP: CTE-S5; CTE-S9

Capacity: Potential for capacity increase through the deployment of surveillance solutions in areas where currently procedural separation is applied. Safety: Improved safety through the deployment of surveillance solutions in non-radar area. Environment: - Cost-Efficiency: Facilitate the deployment of the most efficient surveillance solutions by the ANSPs.




Training and administration building (Pr-56 OSA)

Infrastructure - development of the new training and administration building.

2013-2017 Development stage. ESSIP:-OI-Steps: - Other: -

Capacity: -Safety: Introducing high security requirements. Environment: Utilizing environmental friendly technology. Cost-Efficiency: Reducing building maintenance costs (other operating costs).

TWR Poznan Pr48 (TWR-POZ); TWR Kraków PR52 (TWR-KRA); TWR Katowice Modlin Pr69 (TWR KAT/MOD) (PR-48/ PR-52/PR-69)

Modernisation and erecting new TWR.

2010-2018 Poznan - finalisation, Krakow - to be finished in 2016, Modlin and Katowice - planning stage.


Capacity: Potential for capacity increase Aerodrome Control and Radar Approach Control Service (POZ & KRA). Safety: Improved safety and ATCO confidence. Environment: Utilizing environmental friendly technology. Cost-Efficiency: Reducing building maintenance costs (other operating costs).

WAM/ADS-B System for Warsaw FIR (Pozna, Wroclaw, Kraków, Katowice) (Pr-70)

Wide Area Multilateration system for Warsaw FIR

2014-2017 Project planning ESSIP:-OI-Steps: - Other: ATM MP: CTE-S5a

Capacity: Determine the position of the aircraft along with ensuring continuity of information, surveillance, can reduce the separation of aircraft and leads to increased capacity and reduce delays in air traffic. Separation 3Nm in TMA and 5Nm in En-Route. Safety: Precise identification and determination of the position of aircraft with surveillance information continuity, enable to provide continuous coverage of the area and maintain the current level of safety with an increasing level of air traffic. Backup surveillance data source in Pozna; North and South TMA airspace. Environment: Reduction of interrogation power. Cost-Efficiency: Secondary impact on the cost-effectiveness. Maintaining and developing surveillance infrastructure, increased the number of aircraft operated.

WAM/ADS-B SYSTEM for TMA GDANSK (PR-53)

Wide Area Multilateration system for TMA Gdansk.

2010-2015 During the implementation. ESSIP:ITY-SPIOI-Steps: - Other: ATM MP: CTE-S5a

Capacity: Determine the position of the aircraft along with ensuring continuity of information, surveillance, can reduce the separation of aircraft and leads to increased capacity and reduce delays in air traffic. Separation 3Nm in




TMA and 5Nm in En-Route.Safety: Precise identification and determination of the position of aircraft with surveillance information continuity, enable to provide continuous coverage of the area and maintain the current level of safety with an increasing level of air traffic. Backup surveillance data source in Gdansk TMA airspace. Environment: Reduction of interrogation power. Cost-Efficiency: Secondary impact on the cost-effectiveness. Maintaining and developing surveillance infrastructure, increased the number of aircraft operated.


Chapter 5 - Regional Co-ordination

5.1 FAB Co-ordination

The Poland and Lithuania has signed the Agreement on the establishment of the Baltic Functional Airspace Block between the Republic of Poland and the Republic of Lithuania. The establishment of the Baltic FAB in the joint airspace of Poland and Lithuania is a first step in bringing about improvements in Air Navigation Services (ANS) in the region. Moreover, it is expected that further opportunities and measures giving considerable benefits will be achieved in cooperation with all the countries’ neighbours, and there is the potential for Poland and Lithuania to act as a bridge between the EU and non-members to the East.

Introduction of a FAB in the joint airspace of Poland and Lithuania brings benefits both:

• in terms of benefits to users, through reduced delays and fuel costs; and

• through cost savings at ANSPs which can be passed through as unit rate reductions.

The Baltic FAB Feasibility Study identified opportunities to be gained as a result of possible integration of the Baltic FAB and neighbouring FABs

5.2 FAB Projects

Within the scope of Regulation (EC) No 550/2004 Lithuania and Poland have taken the following actions which leads to implementation and establishment of FAB:

A. Assessment of operational, economic, social and institutional consequences to the air transportation stakeholders (ANSP, Civil Aviation Authority, Ministries, airspace users, including the Military, and airports) following the implementation of a FAB with the following factors taken into account:

- Strategy: compliant with the overall pan-European policy and strategy for Air Traffic Management, with a positive development of the ATS provision and ensuring an optimum evolution of the Baltic FAB within the Single European Sky development, including integration with the neighbouring FABs and regional initiatives;

- Sustainable traffic development: Baltic FAB airspace re-configuration and route network optimization were assessed as drivers for increasing traffic demand;

− Sustainable infrastructure development: a comprehensive assessment was developed for the implementation of a cost-effective service provision, including possible required investments, new operational and technological requirements will be introduced by FAB common operation, and together with the European SESAR new technologies to be implemented in the next years;

- Long-term financial sustainability: the ability to finance capital expenditures and operating costs through an adequate revenue and cost planning model, and an adequate route charging mechanism within the Baltic FAB;

- Performances: compliance of the proposed alternatives with the EU performance targets and average results according to the established KPI in the areas of safety, security, capacity, efficiency, environment and cost-effectiveness;

- Benefits and quick wins for Lithuania and Poland: benefits and quick wins in different areas such as common operation opportunities, technical infrastructure, human resources and economic-financial management achieved when implementing the FAB.

- Legal/regulatory: safety, operation and Single European Sky regulatory compliance and consideration of airspace sovereignty, delegation of ATC for portions of airspace, liability, accountability.


B. Institutional/legal framework by which Baltic FAB is established and organised

- Agreement on the Establishment of the Baltic Functional Airspace Block between the Republic of Lithuania and the Republic of Poland (the Baltic FAB Agreement) creates a sound high-level FAB legal framework enabling the lower-level agreements and other arrangements that are necessary for implementation and day-to-day operations of the Baltic FAB. This agreement was signed 17 July 2012 in Vilnius.

- The NSA Co-operation Agreement (NSA Agreement) was signed between the Civil Aviation Administration of the Republic of Lithuania and Civil Aviation Office of the Republic of Poland on 6 September 2012 in Warsaw. The agreement provides necessary arrangements for cooperation to ensure adequate supervision in accordance with Article 2 of the Regulation (EC) No 550/2004 as amended, and the requirement to exchange appropriate information to ensure safety oversight under the Regulation (EC) No 1034/2011. The detailed conditions of the execution of the rights and obligations of the NSAs under the Baltic FAB State Agreement are provided in the agreement.

- The Cooperation Agreement of the Baltic FAB Air Navigation Service Providers (the ANSP Agreement) was signed 19 November 2012 in Vilnius. The ANSP Agreement will facilitate implementation of the Baltic FAB State Agreement and execution of ANSPs’ rights and obligations under the Baltic FAB State Agreement and fulfilment of decisions of the Baltic FAB governance bodies. The ANSP agreement provides necessary arrangements ensuring that the ANSPs will coordinate, harmonize, support, develop and improve the activities of the ANSPs in the context of Baltic FAB.

C. Baltic FAB Governance and Management

Since 2004, the two States have been using the Baltic ANS Commission as a high-level management and consultation forum in ANS matters. In 2010 Lithuania and Poland established an inter-ministerial Baltic FAB Strategic Committee comprising the representatives of MoT, MoFA, the military authorities, CAA and ANSP and chaired by the vice-ministers responsible for civil aviation.

Starting September 2012 by the Decision of Strategic Committee the new governance structure of Baltic FAB was established:

- Baltic FAB Council;

- Baltic FAB Board;

- Baltic FAB Management Office;

- Committees (Airspace Committee, Strategic, Economic and Performance Committee, Safety Committee, Operational and Technical Committee).

The Baltic FAB implementation and development process is carried out through a series of working groups reporting to Baltic FAB Management Office with representative stakeholders of Lithuania and Poland.

For each work stream corresponding to a group, an implementation and development plan coordinated between the FAB members was developed; it identifies the specific actions to be taken, the timescale and the responsibility for these actions as well as includes identifying and mitigating any risks that could affect implementation.




Lithuanian CAA (LT), Mil. Authority (PL), Military Authority (LT), ORO NAVIGACIJA (LT), PANSA (PL), Reg. Authority (PL)

Enhancement of inter-FAB cooperation and cooperation with non-EU countries (PROJECT 3.1)

The main objective of cooperation is to drive progress towards greater flight efficiency, cost efficiency and operational consistency in line with Single European Sky performance goals.

Ongoing Ongoing ESSIP:-OI-Steps: - Other: EC Regulations: SES Legislation ATM Master plan: "Regulatory roadmap"

Capacity: Medium impactSafety: Medium impact Environment: Medium impact Cost-Efficiency: N/A

Lithuanian CAA (LT), ORO NAVIGACIJA (LT), PANSA (PL), Reg. Authority (PL)

Harmonization of ANS provision and supervision rules and procedures within Baltic FAB (PROJECT 2.1)

Taking into account the foreseen cross-border service provision the harmonization of rules and procedures in the Baltic FAB will ensure a seamless cross-border provision of services and operations. It gives the opportunity to develop a single set of rules and procedures that will govern ANS provided in the FAB.

Dec 2013-Jun 2016

EC Regulations: SES Legislation ATM Master Plan: "Regulatory roadmap"


Capacity: High impactIncreased through the better airspace utilisation as result of harmonized procedures. Safety: High impact Higher safety of common operations through harmonized rules and procedures. Reduction of "misunderstanding" possibility. Environment: Medium impact Reductions in emissions through use of synchronized / optimal procedures. Cost-Efficiency: Medium impact

Lithuania Hidrometeorological Service (LHMT) (LT), Lithuanian CAA (LT), Military Authority (LT), Ministry of Defence (MoD) (PL), Ministry of Environment (MoE) (LT), Ministry of Transport and Communication (MoT) (LT), ORO NAVIGACIJA (LT), PANSA (PL), Reg. Authority (PL) Search and Rescue (SAR) service coordination within Baltic FAB (PROJECT 3.4)

Objective of this project is to optimise SAR Coordination service provision within the Baltic FAB and ensure contingency service provision.

2013-2017 Ongoing ESSIP:-OI-Steps: - Other: EC Regulation: 1035/2011

Capacity: Low impactMore effective use of airspace as consequence of coordinated actions. Safety: Low impact Environment: Low impact Cost-Efficiency: Low impact Negligible savings of work force. Contingency service provision.

Lithuania Hidrometeorological Service (LHMT) (LT), Lithuanian CAA (LT), Ministry of Environment (MoE) (LT), Ministry of Transport and Communication (MoT) (LT), ORO NAVIGACIJA (LT), PANSA (PL), Reg. Authority (PL) Optimization of MET service

Objective of this project is to optimise MET service provision

2013-2017 Ongoing ESSIP:ITY-ADQ Capacity: Low impactTimeliness and correct MET information could




provision model within Baltic FAB (PROJECT 3.3)

model and ensure contingency service provision.

OI-Steps: AO-0307, AOM-0502, AUO-0203-A, AUO-0203-B, AUO-0504, IS-0202, IS-0204 Other: EC Regulation: 1035/2011; 552/2004ATM Master plan: AGSWIM-44 (enabler), ICAO ASBU: ENB02.01.02

reduce controller workload, and impact better sector productivity. Safety: Low impact Early and provided on time meteo information helps to: - reduce the workload and the risk of the impact of controllers and pilots errors, - support the possibility to maintain high level of safety with an maintain in capacity due to right tactical decisions taken on time. Environment: Low impact Cost-Efficiency: Low impact Negligible savings of work force. Contingency service provision.

ORO NAVIGACIJA (LT), PANSA (PL) ASM/ATFCM cooperation within Baltic FAB (PROJECT 1.1)

Objective of this project is to address the aspects necessary to plan for the harmonised application of Flexible Use of Airspace (FUA) concept within the Baltic FAB, including airspace management and flow management. Exchanges in compliance with Article 9 of Regulation (EC) No. 29/2009, allowing either ATN/VDL-2 or an alternative communication technology.

Dec 2013-Sept 2018

Ongoing ESSIP:AOM19, FCM05, ITY-AGDL OI-Steps: AOM-0201, AOM-0202, AOM-0205, AOM-0401, AUO-0301, DCB-0102, DCB-0203 Other: EC Regulation: 21/2005; 29/2009 ICAO ASBU: SPC03.01; OFA03.01.08

Capacity: High impactIncreased through better utilization of airspace resources. Potential increase through dynamic adjustment of airspace resources and suppression of some flight regulations thanks to local ATFCM measures with the same ATC sector manning. Increased capacity through both reduction of voice congestion and increase in controller efficiency. Safety: Medium impact Improved through better co-ordination of civil and military airspace needs at the FAB, Regional and European Network level. Potential gains through more efficient airspace allocation and better knowledge of traffic environment and some enhancement through reduction in controller workload. Enhancement through the delivery of standard and unambiguous messages, the provision of a communications back up and the possibility of immediate message retrieval. Environment: Medium impact Emissions reduced through the use of more optimum routes/trajectories. Cost-Efficiency: Low to Medium impact Potential cost reduction through the availability of




more optimum routes/trajectories and reduction of flight delays thanks to increased capacity. Data link is a cost effective capacity increase enabler through sector productivity increase and delay cost savings.

Best practice sharing among Baltic FAB stakeholders (PROJECT 3.2)

Project objective is to achieve long term savings in area of non-operational staff and non-staff operating costs through sharing the best practices among the Baltic FAB stakeholders, including provision of certain services (ie. calibration flights).

2013-2018 Ongoing ESSIP:-OI-Steps: - Other: EC Regulations: SES Legislation ATM Master plan: TBD ("Regulatory roadmap", all applicable OI and enablers) ESSIP/LSSIP: TBD

Capacity: Low impactSafety: Low impact Environment: Low impact Cost-Efficiency: Low impact

Convergence of ATM systems in the Baltic FAB ACCs and Cross Borders Service provision with Joint Contingency Service Provision (PROJECT 2.2)

Objective of this project is to achieve ATM system convergence which will be an enabler for several solutions aiming at achieving the optimal use of technical and human resources resulting in lower provision costs and higher operational performance in the Baltic FAB. It will be then possible, for two ANSP operating the same ATM system, to provide contingency ATM services for themselves, without necessity to build an external ATM contingency centre.

Dec 2013-Jun 2019

Ongoing ESSIP:-OI-Steps: - Other: EC Regulations: 1035/2011; 552/2004; ESSIP/LSSIP: All ESSIP/LSSIP ATC & ITY-xxx objectives related to ATM and COM systems; FOC< 2019 and IOC>2017 ATM Master Plan: All ATM MP OI steps with FOC< 2019 and IOC>2017 related to VLCN Network Strategy Plan: SO4

Capacity: High impact1) Designed to support dynamic sectorization it will allow to deliver capacity on demand thus optimizing controllers workload while avoiding either overdelivery or underdelivery of the tactical capacity; 2) Air-Ground and Ground-Ground data exchange for seamless ATC coordination, dialog and transfer of communication means will allow to accommodate significant traffic growth/fluctuations without increasing the number of controlling sectors, protecting them from tactical overloads which may cause potential delays; 3) Interoperable with the airport systems to support A-CDM (from 2018+). Safety: High impact Improved safety and controllers confidence while using complete set of Safety Nets, Conflict detection and monitoring aids available for 2015+ manufactured systems be offered by manufacturers (from 2018+). Environment: Low impact 1) System will support cross-border FRA contributing to ENV KPIs for horizontal fuel savings




and corresponding reduction of CO2 emission; 2) System will be upgradable to future XMAN and thus capable to contribute future ENV KPIs most probably related to vertical fuel savings and corresponding CO2 emission and noise reduction (from 2018+). Cost-Efficiency: High impact It will reduce equipment maintenance costs (other operating costs) and minimize the required installation of new upgrades and functions in exciting ATC system (from 2018+).

Coordinated AIS provision within Baltic FAB (PROJECT 2.4)

Objective of this project is to optimise AIS provision model and ensure contingency service provision.

2013-2017 Ongoing ESSIP:INF07, ITY-ADQ OI-Steps: IS-0202, IS-0204 Other: EC Regulation: 73/2010 CP: AF.5

Capacity: Low impactSafety: Medium impact Improved consistency, reliability and integrity. Environment: Low impact 1) Paperless information distribution; 2) System will be upgradable to future. Cost-Efficiency: Low impact Negligible savings of work force. Contingency service provision.

Establishment of a Free Route Airspace within Baltic FAB (PROJECT 1.2)

Objective of this project is to implement uniform Free Route Airspace within Baltic FAB Airspace.

Nov 2013-Jun 2017

Ongoing ESSIP:AOM21OI-Steps: AOM-0401, AOM-0402 Other: EC Regulations: 716/2014

Capacity: High impactIncreased through the better airspace utilisation to enhance productivity and reduce controller workload. Safety: Medium impact Some enhancement through reduction in controller workload. Environment: Medium impact Reductions in emissions through use of more optimal routes. Cost-Efficiency: Low impact Savings in route distances as well as better fuel efficiency through increased use of preferred flight profiles and improved sectorization.

Optimization of ATM/CNS technical infrastructure within Baltic FAB

Project objective is to optimise ATM/CNS infrastructure as well as CNS service provision model in the Baltic FAB through a better usage of the current resources,

Dec 2013-Oct 2015

Ongoing ESSIP:ITY-COTROI-Steps: CM-0201 Other: EC Regulation: 30/2009,

Capacity: High impactReduction of controller workload. Increased capacity through both reduction of voice congestion and increase in controller efficiency.




(PROJECT 2.3) common planning and maintenance.

1032/2006, 552/2004, 73/2010 ICAO ASBU: SPC02.01; OFA02.01.01 Network Strategy Plan: SO2

Safety: Medium impactIs achieved through the reduction of human error potentially occurring due to VC quality and info accuracy. Increase safety of flight operations by increased situational awareness and indirect benefit to both ATC and pilot through reduction of workload during RNAV operations (as from mid 2017). Environment: Medium impact Emissions and noise nuisance reduced by use of optimal flight procedures and routings when new optimised equipment installed (as from mid 2017). Cost-Efficiency: High impact It will reduce equipment maintenance costs (other operating costs) and minimize the required installation of new upgrades and functions in exciting CNS system (from 2018+).

5.3 Regional cooperation

5.3.1 Regional Cooperation Initiatives

Within the frame of Regional co-operation (which has begun in range with the OLDI implementation) the activities to facilitate interoperability and compliance with Regulation (EC) N° 552/2004 on Interoperability of the European Air Traffic Management network and to implement all the requirements of Regulations (EC) 1032/2006 and 633/2007 (with relevant amendments) are ongoing.

The development of a controlled, safe, expeditious and mutually satisfactory working arrangements at consolidated projects management, technical (synchronization of activities related to COM/IT infrastructure deployment) and operational levels for traffic operating to/from Kaliningrad and Minsk is carried out. Regional meetings embrace such scopes as lessons learnt and best practices as well.


Chapter 6 - ESSIP Objective Implementation

6.1 ESSIP Objectives Implementation progress

Conventions

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

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

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

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

State’s high level progress statement State Impl. Date

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

APO. Progress (**)

APO Impl. Date

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

ASP. Progress (**)

ASP Impl. Date

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

MIL. Progress (**)

MIL Impl. Date

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

APO. Progress (**)

APO Impl. Date

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

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late


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

[IDP] Planned

PANSA and the Polish Air Force have started to work on the OAT/GAT harmonisation process. Currently, the agreed process contains OAT procedures in controlled airspace. PANSA will soon start the agreement with other military control area users.

31/12/2018

REG (By:12/2018)

The legislation is now only at the level of proposal and has not been endorsed as national regulation yet.

Partly Completed

31/12/2018

ASP (By:12/2018)

PANSA and the Polish Air Force have started to work on the OAT/GAT harmonization process. Currently, the agreed process contains OAT procedures in controlled airspace. In accordance with OAT/GAT harmonization, PANSA have implemented new coordination procedures between ACC GAT and ACC OAT

Planned

31/12/2016

MIL (By:12/2018)

PANSA and the Polish Air Force have started to work on the OAT/GAT harmonization process. Military have no EAD terminal but have access to EAD through an agreement with PANSA at national level (Notam by MIL are fed to civil AIS and thus available through EAD). Common AIP covers the Military aspects and needs based on the AIRAC cycle.

Late

31/12/2016

AOM19

Implement Advanced Airspace Management Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016

[IDP] Planned

There is a collaborative civil‐military airspace planning. 31/12/2016

ASP (By:12/2016) There is a collaborative civil‐military airspace planning.

ASM/ATFCM

cooperation

within Baltic FAB

Planned

31/12/2016

AOM21

Implementation of Free Route Airspace Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2017

[IDP] Planned

Implementation of Free Route Airspace in FIR Warszawa is divided into several steps: I phase ‐ Free Route Like (set of DCTs) ‐Night DCTs (2009 ‐ 2016), ‐Weekend DCTs (2010‐2016), ‐H24 DCTs, (2015‐2016) II phase ‐ Full Free Route Airspace (planned implementation 2016‐2017) ‐In TOP sectors, ‐In TOP and MID sectors, First phase of implementation of Free Route Airspace in FIR Warszawa is under continues development. Implementation process of the second phase is scheduled to begin in 2015 (Q2).

31/12/2017

ASP (By:12/2017)

Implementation of Free Route Airspace in FIR Warszawa is divided into several steps: I phase ‐ Free Route Like (set of DCTs) ‐Night DCTs (2009 ‐ 2016), ‐Weekend DCTs (2010‐2016), ‐H24 DCTs, (2015‐2016) II phase ‐ Full Free Route Airspace (planned implementation 2016‐2017) ‐In TOP sectors, ‐In TOP and MID sectors, First phase of implementation of Free Route Airspace in FIR Warszawa is under continues development. Implementation process of the second phase is scheduled to begin in 2015 (Q2).

Establishment of

a Free Route

Airspace within

Baltic FAB

Planned

31/12/2017


AOP03

Improve runway safety by preventing runway incursions Timescales: Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013

[IDP] Completed

The Regulation on the establishment of runway incursion Teams was issued on May 2004 by the President of Civil Aviation Office. Dedicated teams for prevention of runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszów, Lodz and Bydgoszcz. The main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Incursion. Runway incursions are collected at TWRs and classified according to categories. It is the same process for local TWRs. Meetings are held every 2 months and upon specific request by any party involved. The processing of every incident gives way to immediate curative actions and also specific preventive actions. As an example, some latest actions generated the appearance of new horizontal signs on most critical taxiways. The SMS at Warsaw Chopin Airport has been certified. 200 items were reviewed by the CAA. The validity period of the certificate is to become 3 years (items reviewed include Apron management and "Runway Incursions" inspections). 4 airport certification inspections were carried out in 2008 (Bydgoszcz, Lodz, Poznan, Wroclaw). As Military Air Traffic Control Service (aerodrome control, approach control, and precision approach control) is provided solely to military aircraft, they are not fully compliant with ICAO requirements. So the objective is not applicable to Military.

31/12/2009

REG (By:12/2013)

The Regulation on the establishment of a runway incursion Team was issued on May 2004 by the President of Civil Aviation Authority. Dedicated teams for prevention of runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszýw, Lodz and Bydgoszcz. The main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Incursion. Apron management and "Runway Incursions" inspections are conducted during aerodromes certification processes. 4 airport certification inspections were carried out in 2008 (Bydgoszcz, Lodz, Poznan, Wroclaw).

MIL airports are not used by civil traffic except on exceptional and rare cases. MIL traffic using civil airports are considered as GAT. The European Action plan is translated in Polish and distributed. It is considered by Military authorities as "Recommendations" and has no obligatory status.

Completed

31/12/2009

ASP (By:12/2013)

Dedicated teams for prevention of runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszów, Lodz and Bydgoszcz. The main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Incursion.

Completed

31/12/2009

APO (By:12/2013)

Dedicated teams for prevention of runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszów, Lodz and Bydgoszcz. The main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Incursion. Runway incursions are collected at TWRs and classified according to categories. It is the same process for local TWRs. Meetings are held every 2 months and upon specific request by any party involved. The processing of every incident gives way to immediate curative actions and also specific preventive actions. As an example, some latest actions generated the appearance of new horizontal signs on most critical taxiways. The SMS at Warsaw Chopin Airport has been certified. Additional provisions (Precise layout and airport registration) are however needed to cover for the Airport new Terminal context, as part of on‐going improvements. A comprehensive certification audit at Warsaw Chopin Airport was undertaken in 2008. 200 items were reviewed by the CAO. The validity period of the certificate is to become 3 years (items reviewed include Apron management and "Runway Incursions" inspections).

Completed

31/12/2009


AOP04.1

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

Late

EPWA - WarsawThis project will be implemented at the Warsaw Airport ‐ EPWA ‐ in cooperation PANSA and PPL. The project assumes that the A‐SMGCS system level 1 and 2 will be implemented. Both organisations PANSA and PPL‐Warsaw Chopin Airport (EPWA) have made efforts dedicated to A‐SMGCS. PANSA and Warsaw Chopin Airport have enrolled several Staff Members to follow the EUROCONTROL A‐SMGCS Implementation Course at IANS. A delegation of PANSA was present at the recent course JAN 2015 at IANS. PANSA has reorganized the project team and will implement ASMGCS according to the new reliable schedule.

26/02/2018

REG (By:12/2010)

A SMGCS project has started in PANSA for the Warsaw Airport, with appropriate working group arrangements and cooperation with PPL. The LOT company is also associated to adequate project activities.

Late

26/02/2018

ASP (By:12/2011)

A SMGCS project has started in PANSA for the WarsawChopin Airport, with appropriate working group arrangements and cooperation with PPL. Other stakeholders company might be associated to adequate project activities. At present work is focused on documentation and preparations for public tender.

Implement

Advanced Surface

Movement

Guidance and

Control System ‐

A‐SMGCS system

for Warsaw

airport

Late

26/02/2018

APO (By:12/2010)

General Director of Polish Airports State Enterprise appointed a task force to cooperate with PANSA

Late

26/02/2018

AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017

Late

EPWA - WarsawThis project will be implemented at the Warsaw Airport ‐ EPWA ‐ in cooperation PANSA and PPL. The project assumes that the A‐SMGCS system level 1 and 2 will be implemented. Both organisations PANSA and PPL‐Warsaw Chopin Airport (EPWA) have made efforts dedicated to A‐SMGCS. PANSA and Warsaw Chopin Airport have enrolled several Staff Members to follow the EUROCONTROL A‐SMGCS Implementation Course at IANS. A delegation of PANSA was present at the recent course JAN 2015 at IANS. PANSA has reorganized the project team and will implement ASMGCS according to the new reliable schedule.

26/02/2018

ASP (By:12/2017)

A SMGCS project has started in PANSA for the Warsaw Airport, with appropriate working group arrangements and cooperation with PPL. The LOT company is also associated to adequate project activities. At present work is focused on documentation and preparations for public tender. A delegation of PANSA was present at the recent course JAN 2015 at IANS. PANSA has reorganized the project team and will implement ASMGCS according to the new reliable schedule.

Implement

Advanced Surface

Movement

Guidance and

Control System ‐

A‐SMGCS system

for Warsaw

airport

Late

26/02/2018

APO (By:12/2017)

General Director of Polish Airports State Enterprise appointed a task force to cooperate with PANSA. Both organisations PANSA and PPL‐Warsaw Chopin Airport (EPWA) have made efforts dedicated to A‐SMGCS. PANSA and Warsaw Chopin Airport have enrolled several Staff Members to follow the EUROCONTROL A‐SMGCS Implementation Course at IANS. A delegation of PANSA was present at the recent course JAN 2015 at IANS. PANSA has reorganized the project team and will implement ASMGCS according to the new reliable schedule.

Late

26/02/2018


AOP05

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

[IDP] Late

EPWA - WarsawThe CDM project Kick‐off meeting took place on 29 November 2007. The project organisation comprises already a Steering Committee and focal points in the various stakeholders represented PANSA, Warsaw Airport authorities, LOT and handling agents. A gap analysis was performed in April 2008. MoU was agreed and signed in March 2009 and updated in 2010 by all involved partners. Full implementation and operations is foreseen for Q2 2015.

30/06/2015

ASP (By:01/2016)

The CDM project Kick‐off meeting took place on 29 November 2007. The project organisation comprises already a Steering Committee and focal points in the various stakeholders represented PANSA, Warsaw Chopin Airport authorities, LOT and handling agents. A gap analysis were performed in April 2008. MoU was agreed and signed in March 2009 and updated in 2010 by all involved partners. Full implementation and operations is foreseen for Q2 2015. CDM training have been organised for relevant Airport and ATC Staff by IANS.

Late

30/06/2015

APO (By:01/2016)

General Director of Polish Airports State Enterprise appointed a task force to launch and implement the Airport Collaborative Decision Making (A‐CDM ) i.a. to improve efficiency of Warsaw Chopin airport performance

Late

30/06/2015

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

Completed

The CAA approved EUROCONTROL STCA Specifications New ATM system with enhanced safety‐nets capabilities is running since November 2013. PANSA developed company policy for safety nets and assigned staff responsible for its maintenance and improvement.

30/06/2014

ASP (By:01/2013)

STCA capabilities in the new system are upgraded compared to the old one. Initial training of ATCOs completed before operational start‐up of the new ATM system in November 2013.

Completed

30/06/2014

ATC02.5

Implement ground based safety nets ‐ Area Proximity Warning ‐level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Completed

New ATM system with enhanced safety‐nets capabilities is running since November 2013. PANSA developed company policy for safety nets and assigned staff responsible for its maintenance and improvement

30/06/2014

ASP (By:12/2016)


Completed

30/06/2014

ATC02.6

Implement ground based safety nets ‐Minimum Safe Altitude Warning ‐ level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Partly Completed


31/12/2015

ASP (By:12/2016)


Partly Completed

31/12/2015


ATC02.7

Implement ground based safety nets ‐ Approach Path Monitor ‐level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Planned

APM is a functional element of MSAW which is implemented in the new ATM system Pegasus_21. Operational context will be evaluated by the end of 2016.

31/12/2016

ASP (By:12/2016)

APM is a functional element of MSAW which is implemented in the new ATM system Pegasus_21. Operational context will be evaluated by the end of 2016.

Planned

31/12/2016

ATC07.1

Implement arrival management tools Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2015

No Plan

There is no plan to implement an arrival management tool at Warszawa TMA (operational need for AMAN not yet proven). The ACC has just implemented new procedures for approach.

‐

ASP (By:12/2015)

There is no plan to implement an arrival management tool at Warszawa TMA (operational need for AMAN not yet proven). The ACC has just implemented new procedures for approach.

No Plan

‐

ATC12

Implement automated support for conflict detection and conformance monitoring Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/12/2016

Planned

CAA approved EUROCONTROL MTCD specifications. Its operational context is to be further considered. 31/12/2015

ASP (By:12/2016)

MTCD is available This is planned as a functionality of the in the new ATM system new PEGASUS_‐21 system. Its operational context is to be further considered.

Planned

31/12/2015

ATC15

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

[IDP] No Plan

Currently no plans for Basic AMAN implementation in any of FIR EPWW ADs ‐ ASP (By:12/2017) ‐

No Plan

‐

ATC16

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

Planned

Planned for its timely implementation. No specific training package was developed but all requirements arising from software changes ver 7.0 vs. ver 7.1 are in place in existing training plans and refreshment courses for ATCO.

31/01/2015

REG (By:12/2015) Planned for its timely implementation.

Partly Completed

31/01/2015

ASP (By:03/2012)

No specific training package was developed but all requirements arising from software changes ver 7.0 vs. ver 7.1 are in place in existing training plans and refreshment courses for ATCO

Completed

31/03/2012

MIL (By:12/2015) ‐

Planned

31/01/2015


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

[IDP] Planned

Formal acceptance by the NSA of the proposed changes related to Electronic Dialogue will take place after its notification.

31/12/2018

ASP (By:12/2018) ‐

Planned

31/12/2018

COM09

Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) Timescales: Initial operational capability: 01/01/2006 Full operational capability: 31/12/2014

[IDP] Completed

The PANSA COM strategy foresees the implementation of FMTP in new ATM system PEGASUS_21. 31/12/2010

ASP (By:12/2014)

The PANSA COM strategy foresees the implementation of FMTP in new ATM system PEGASUS_21 and prepare appropriate data networks based on IP v6

Completed

31/12/2010

COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014

Late

The implementation was started in 2010 and was finished in 2014 (for Basic ATSMHS). Upgrade the AMHS capability in existing COM centres to provide the Extended ATSMHS in accordance with the profile specified in the AMHS Community Specification

30/06/2015

ASP (By:12/2014)

AMHS capability and gateway facilities to AFTN are a function of the new AMHS/AFTN system.

Late

30/06/2015

COM11

Implementation of Voice over Internet Protocol (VoIP) in ATM

Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

Planned

PANSA is going to implement VoIP technology in the different components of the ATM COM domain (Ground radio stations ‐ VCS and VCS ‐ VCS). The implementation is foreseen based on EUROCAE standards.

31/12/2020

ASP (By:12/2020)

PANSA is going to implement VoIP technology in the different components of the ATM COM domain (Ground radio stations ‐ VCS and VCS ‐ VCS). The implementation is foreseen based on EUROCAE standards. CAO acquainted with the PANSA‐s Strategic plan. Additional investment plan which is the basis for long‐term PANSA‐s Plan, are associated with the implementation of ESSIP objectives. Implementation of the investment for which procurement procedure are carried out, will provide VoIP for EPWA

Modernisation of

Radiocomunicatio

n Network

Planned

31/12/2020

ENV01

Implement Continuous Descent Operations (CDO) techniques for environmental improvements Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013

[IDP] Completed

EPWA - WarsawCDA is implemented in P‐RNAVs and the operational implementation took place on the 22 of October 2009 for the Warsaw TMA. Operational implementation of the STAR P‐RNAV procedures took place on the 17 of December 2009. This objective is implemented in 5 additional airports (EPGD, EPKT, EPKK,EPPO,EPWR)

31/12/2009

ASP (By:12/2013)

Implemented in 2009 for night time traffic and during the day if the traffic patterns allow it.

Completed

31/12/2009

APO (By:12/2013)

Implemented in 2009 for night time traffic and during the day if the traffic patterns allow it.

Completed

31/12/2009


ENV02

Implement Collaborative Environmental Management (CEM) at Airports Timescales: Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016

Planned

EPWA - WarsawBasic noise instrumentation exists. However, after the PPL split, new rules for cooperation need to be established on these issues. PANSA will change procedures and waiting for the CAA opinion.

31/12/2016

ASP (By:12/2016)

Basic noise instrumentation exists. However, after the PPL split, new rules for cooperation need to be established on these issues.

Completed

31/12/2014

APO (By:12/2016)

Basic noise instrumentation exists. However, after the PPL split, new rules for cooperation need to be established on these issues.

Planned

31/12/2016

FCM01

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

Completed

PANSA is equipped with CFMU terminals. Provision of flight activations to CFMU is implemented. Supply ETFMS with Standard Correlated Position is planned using Entry Nodes .as function of the new ATM system . MIL has no Service provision role. MIL does not currently have CFMU terminals

31/12/2013

ASP (By:07/2014)

PANSA is equipped with CFMU terminals. Provision of flight activations to CFMU is implemented. Supply ETFMS with Standard Correlated Position is planned as function of the new ATM system using Entry Nodes . There is no plan for the implementation of other functions.

Completed

31/12/2013

FCM03

Implement collaborative flight planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2015

[IDP] Planned

ADEXP processing is implemented in the new ATM system, although supplementary software might still need upgrades before operational implementation of ADEXP MIL has no service provision role for civil traffic and does not currently have CFMU terminals.

31/12/2015

ASP (By:12/2015)

ADEXP processing is implemented in the new ATM system, although supplementary software might still need upgrades before operational implementation of ADEXP

Planned

31/12/2015

FCM04

Implementation of Short Term ATFCM Measures ‐ phase 1 Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2015

[IDP] Planned

Currently PANSA is a member of STAM trials usage, created local procedure of MCP ( Mandatory Cherry Peck) as it was introduce at validated by NMC on trial basis. ACC/FMP key staff will attend a familiarization meeting regarding STAM in NMC EUROCONTROL in January 2014, and planed to introduce STAM trial usage.

31/12/2015

ASP (By:12/2015)

Currently PANSA is a member of STAM trials usage, created local procedure of MCP ( Mandatory Cherry Peck) as it was introduce at validated by NMC on trial basis. ACC/FMP key staff will attend a familiarization meeting regarding STAM in NMC EUROCONTROL in January 2014, and planed to introduce STAM trial usage.

Planned

31/12/2015


FCM05

Implementation of interactive rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2016

[IDP] Planned

Arrangements between CAA and PANSA concerning development and review of the safety argument are underway. PANSA plans to implement the AIXM 5.1 system in 2016

31/12/2016

ASP (By:12/2016) PANSA plans to implement the AIXM 5.1 system in 2016

ASM/ATFCM

cooperation

within Baltic FAB

/ Modernisation

of PEGASUS 21

system

Planned

31/12/2016

APO (By:12/2016)

EUCAC database is filled with data on the PL Warsaw Okecie, where the data is transferred to the EUROCONTROL within the DDR project

Completed

‐

INF04

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

Late

PANSA finalizes migration plan with Eurocontrol for Briefing Facility software. This will be the first step of implementation of integrated briefing being a part of the software dedicated to ATS Reporting Offices in Poland. In second step PANSA will develop own software dedicated to the pilots. PANSA intends to implement operational version of the integrated briefing level 6 by the mid of 2016.

31/05/2016

ASP (By:12/2012)

Currently PANSA finalizes migration plan with Eurocontrol for Briefing Facility software. This will be the first step of implementation of integrated briefing being a part of the software dedicated to ATS Reporting Offices in Poland. In second step PANSA will develop own software dedicated to the pilots. PANSA intends to implement operational version of the integrated briefing level 6 by the mid of 2016.

Late

31/05/2016


INF07

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

Planned

Implementation of the objective has started and is ongoing.

31/05/2018

REG (By:05/2018)

The Polish CAA has taken several activities regarding the TOD INF07 objective. Since 2006 CAA specialists have been participating in the eTOD WG meetings in Eurocontrol. The eTOD area 1 obstacle dataset for Poland is available already. For the last four years several national ADQ and eTOD Implementation WG meetings, attended by CAA, AD and geodetic companies representatives, have taken place. The Polish CAA is working toghether with the Polish Head Office of Land Surveying and Cartography in order to make terrain dataset available within the framework of licence contracts. Concerning obstacles, the Polish CAA is also in close cooperation with MIL Authorities.

Planned

31/05/2018

ASP (By:05/2018)

Currently PANSA does not have a plan or roadmap of implementation of TOD within Poland. There is no national TOD implementation program. However PANSA publishes obstacle data set for Area 1 according to Annex 15 specification. There is also the plan for collecting obstacles for Area 2, 3 and 4 from Airport Authorities with close cooperation with CAA PANSA will collect, manage and provide obstacle data sets for all of areas until 30/11/2015. The terrain data will be managed and provided by Polish Head Office of Geodesy and Cartography

Coordinated AIS

provision within

Baltic FAB

Planned

31/05/2018

APO (By:05/2018)

EPWA has no access to the schedule of implementing e‐TOD in Poland. EPWA staff‐s activities with respect to e‐TOD: ‐ in zone 2a and 2b air obstacles are systematically monitored (measured) and data about such obstacles are collected, ‐ zone 3 is optional, no e‐TOD data acquired for EPWA, ‐ e‐TOD for zone 4 is ready and submitted to CAA, an update should be made (area measurements and data preparation in accordance with CAA requirements) for displaced threshold 33. Area data in electronic form will be provided by the Head Office of Geodesy and Cartography, acting on behalf of Surveyor General of Poland. All data concerning e‐TOD both in discrete (point) and map form are updated and archived on an ongoing basis.

Planned

31/05/2018

ITY‐ACID

Aircraft identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Possible deferred compliance, only for services provided by military units or under military supervision, subject to conditions:: 02/01/2025

Planned

PANSA has defined plans and started execution process to implement new radars and WAM systems providing FIR Warsaw mode S coverage.Operational and technical training and documentation is required as part of existing procedures and will be provided in due time.Safety related activities are required as part of the functional changes implementation and will be performed in due time under supervision of CAA.

02/01/2020

ASP (By:01/2020)

PANSA has defined plans and started execution process to implement new radars and WAM systems providing FIR Warsaw mode S coverage.Operational and technical training and documentation is required as part of existing procedures and will be provided in due time.Safety related activities are required as part of the functional changes implementation and will be performed in due time under supervision of CAA.

Planned

02/01/2020


ITY‐ADQ

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

Late

The implementation of the objective has started and is ongoing. 31/12/2017

REG (By:06/2017)

Taking into consideration the importance of ITY‐ADQ and in order to monitor and stimulate implementation of EU IR 73/2010, in 2011 CAA formed a ADQ Implementation WG consisting of CAA, ADs, Geodetic companies representatives. Our WG meetings take place at least twice a year.

Optimization of

MET service

provision model

within Baltic FAB

Planned

30/06/2017

ASP (By:06/2017)

Data quality requirements has been fulfilled by ASP. For the military, data quality requirements are planned to implement to 12/2017.

Coordinated AIS

provision within

Baltic FAB /

Optimization of

MET service

provision model

within Baltic FAB

Late

31/12/2017

APO (By:06/2017)

The regulations implementing ADQ (Eurocontrol specifications) have been issued and apply; the employee authorised to enter data will be both trained in the knowledge of ADQ (PANSA) and will acquire authorizations to enter data through a relevant IT application.

The PLX program (software for entering aeronautical data) and training of the airport employee authorising him or her to enter data using the a/m tool is scheduled to take place in the first quarter of 2015;

Late

30/06/2017

ITY‐AGDL

Initial ATC air‐ground data link services above FL‐285 Timescales: Entry into force of regulation: 06/02/2009 New aircraft capability: 31/12/2010 ATS unit operational capability ‐ Regulation (EC) 29/2009, Annex I, Part B (except Croatia): 04/02/2015 Retrofit aircraft capability: 04/02/2015

[IDP] Late

Currently PANSA is planning implementation of data link services. Implementation process has started in Q4 2012.

31/12/2018

REG (By:02/2016)

Poland has implemented Commission Regulation (EC) No 29/2009 directly. Requirements contained in AGDL regulation related to implementation of the data links will be checked during the process of air‐ground data link services approvals. PEGASUS_21 has the abilities necessary for AGDL implementation.

Late

28/02/2015

ASP (By:02/2016)

Currently PANSA is planning implementation of data link technical infrastructure and operational procedures. Implementation process has started in Q4 2012.

ASM/ATFCM

cooperation

within Baltic FAB

/ Implementation

of Controller‐Pilot

Data Link

Communication /

Modernisation of

Radiocomunicatio

n Network

Late

31/12/2018

MIL (By:01/2014)

Polish Air Force does not have plans to install data link equipment on state transport aircrafts.

Not Applicable

‐


ITY‐AGVCS2

Implement air‐ground voice channel spacing requirements 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

Planned

The implementation of 8.33 kHz is foreseen when the airspace resectorisation is implemented after new ATC system implementation. To the end of 2016 PANSA plans to replace all radio communication equipment in all the towers in the country. Until the end of 2018 it is planned to be ready for implementation 8.33 kHz below FL195.

31/12/2018

REG (By:12/2018)

The implementation of 8.33 kHz is foreseen when the airspace resectorisation is implemented, after new ATC system implementation.

Planned

31/12/2018

ASP (By:12/2018)

To the end of 2016 PANSA plans to replace all radio communication equipment in all the towers in the country. Until the end of 2018 it is planned to be ready for implementation 8.33 kHz below FL195.

COM (There is no

separate project

yet)

Planned

31/12/2018

MIL (By:12/2020)

Currently list of State aircraft that can not be equipped with 8.33 kHz radios is establishing and will be communicated to the Commission by 30 JUN 2018.

Planned

31/01/2020

APO (By:12/2018)

The conversion requirements of the Regulation do not apply to the Chopin Airport (all radios operating at Chopin Airport use frequencies outside the 117,975‐137 MHz band).

Not Applicable

‐

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 Systems serving ACCs providing services above FL 285 in the airspace in Annex I, Part B of Regulation (EC) 29/2009 (except Croatia): 04/02/2015

Completed

In the current system Basic OLDI messages are is implemented with basic messages being exchanged with all neighbouring ACC at the exception of Kaliningrad. In the new Pegasus system is ready to exchange also other all OLDI messages (not yet operationally used with any partner)will be implemented. Military have one civil working position directly connected to the civil control centre

31/12/2013

ASP (By:02/2016)

In the current system OLDI is implemented with basic messages being exchanged with all neighbouring ACC at the exception of Kaliningrad. In the new ATM system is ready to support more advanced features, although the scope of possible enhancements is yet to be confirmed by surrounding partners. Pegasus system all OLDI messages will be implemented.

Optimization of

ATM/CNS

technical

infrastructure

within Baltic FAB

Completed

31/12/2013

MIL (By:12/2012)

Military have one civil working position directly connected to the civil control centre

Not Applicable

‐


ITY‐FMTP

Apply a 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

[IDP] Completed

There is an agreed Communication strategy for PANSA. The objective is well planned but linked to the implementation of the new ATM system (Pegasus 21), which is scheduled past the objective deadline date. PANSA will implement TCP/IP interfaces to support flight data exchange in the new ATM system . PANSA and the Military have started discussions.

31/12/2014

ASP (By:12/2014)

There is an agreed Communication strategy for PANSA. The objective is well planned but linked to the implementation of the new ATMC system (Pegasus 21), which is scheduled past the objective deadline date. PANSA will implement TCP/IP interfaces to support flight data exchange in the new ATMC system by 2013. PANSA and the Military have started discussions.

Modernisation of

Radiocomunicatio

n Network

Completed

31/12/2013

MIL (By:12/2014) Military do not provide ATC service to civil flights

Not Applicable

‐

ITY‐SPI

Surveillance performance and interoperability Timescales: Entry intro 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

Late

The requirements are already implemented in cases when surveillance data is transferred to other ANSP and will as well be implemented in case of new surveillance data exchange. New military aircrafts are equipped with Mode S Surveillance equipment. Plans for remaining aircrafts to equip them with Mode S Elementary Surveillance equipment are accepted

31/12/2019

REG (By:02/2015)

The CAA has been verifying that the neccessary safety assessments for systems identified in Regulation 1207/2011 Art. 2.1 (b), (c), (d) have been conducted (this is the constant process) and has been reviewing the safety assessment reports before their acceptance. The decisions have been comunicated to ANSP concerned.

Late

30/06/2015

ASP (By:02/2015)

The requirements are obvious and are already implemented in cases when surveillance data is transferred to other ANSP and will as well be implemented in case of new surveillance data exchange

SUR

Infrastructure /

WAM/ADS‐B

SYSTEM for TMA

GDAŃSK

Late

30/06/2015

MIL (By:06/2020)

New aircrafts are equipped with Mode S Surveillance equipment. Plans for remaining aircrafts to equip them with Mode S Elementary Surveillance equipment are accepted.

Planned

31/12/2019


NAV03

Implementation of P‐RNAV Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2012

Completed

PANSA implemented P‐RNAV SID & STARS within TMA Warszawa on the 17 of December 2009. PANSA also planned P‐RNAV implementation in other airports (EPGD, EPPO, EPKK). There is no MIL Air traffic Controller controlling civil traffic under MIL command, so the other actions are "Not applicable". MIL ATCOs servicing civil traffic under PANSA Management are trained. All new military aircraft will be RNAV‐equipped.

31/12/2009

ASP (By:12/2012)

PANSA implemented P‐RNAV SID & STARS within TMA Warszawa on the 17 of December 2009. PANSA also planned P‐RNAV implementation in other airports (EPGD, EPPO, EPKK).

NAV

Infrastructures

(DVOR, DME)

Completed

31/12/2009

NAV10

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

[IDP] Planned

In 2013 PANSA was designed APV procedures for the Airport in Katowice. To the end of 2015 PANSA will design and publish procedures for all 13 airports with IFR runways.

31/12/2015

REG (By:04/2016)

The EASA AMC.20‐27 was translated and published on CAA website. EASA AMC 20‐28 is still under development.

Completed

31/12/2013

ASP (By:12/2016)

In 2013 PANSA was designed APV procedures for the Airport in Katowice. To the end of 2015 PANSA will design and publish procedures for all 13 airports with IFR runways.

Planned

31/12/2015

SAF10

Implement measures to reduce the risk to aircraft operations caused by airspace infringements Timescales: Initial operational capability: 01/06/2008 Full operational capability: 31/12/2011

Completed

PANSA is aware and familiar with ESP activity in the field. Airspace infringement occurrences are collected and analysed, to reduce the risk to aircraft operations.

31/12/2012

REG (By:12/2011)

The monitoring of the implementation of planned airspace infringement risk reduction measures is ongoing. The official procedure for adoption of changes in airspace structure including consultation with all stakeholders has been adopted by President of CAA. Airspace infringements are monitored by ECCAIRS tool and national safety improvements priorities are established during annual safety conference

Completed

31/12/2012

ASP (By:12/2011)

PANSA is aware and familiar with ESP activity in the field. Airspace infringement occurrences are collected and analyzed, to reduce the risk to aircraft operations.

Completed

31/12/2010

MIL (By:12/2011) Military do not provide ATC service to civil flights

Not Applicable

‐


SAF11

Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

Planned

In particular at the main Polish Airport ‐ Warsaw Chopin Airport The Safety Committee was established to share best practices of runway excursion among the other things. Members of the Safety Committee represent main stakeholders at Warsaw Airport, including Polish Air Navigation Services Agency (PANSA).

CAA will exercise its role according to the forseen timetable on the basis of information from stakeholders.

31/01/2018

REG (By:01/2018)

CAA will exercise its role according to the forseen timetable on the basis of information from stakeholders.

Planned

31/01/2018

ASP (By:12/2014)

Dedicated teams for prevention of runway excursions as well as runway incursion were established in the following Polish airports: Warszawa, Katowice, Krakow, Poznan, Wroclaw, Gdansk, Szczecin, Zielona Gora, Rzeszow, Lodz and Bydgoszcz. The one of the main activity of those teams is to implement recommendations of European Action Plan for the Prevention of Runway Excursion.

In particular at the main Polish Airport ‐ Warsaw Chopin Airport The Safety Committee was established to share best practices of runway excursion among the other things. Members of the Safety Committee represent main stakeholders at Warsaw Airport, including Polish Air Navigation Services Agency (PANSA).

Completed

31/12/2014

APO (By:12/2014) ‐

Completed

30/09/2014

SRC‐RLMK

Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐ REG (By:12/2010) ‐

Not Applicable

‐

SRC‐SLRD

Safety Levels and Resolution of Deficiencies (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐ REG (By:12/2010) ‐

Not Applicable

‐


6.2 Alignment of PCP with ESSIP Objectives and related progress

Note that the above picture is based on the Preliminary Deployment Programme V0, published in December 2014 by the Deployment Manager. The full Deployment Programme is foreseen by end June 2015.


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Point for Poland POLISH AIR NAVIGATION SERVICES AGENCY Mrs Jolanta WAKULICZ

LSSIP Focal Point for CAA CIVIL AVIATION AUTHORITY Ms Ewa GÓRECKA

LSSIP Focal Point for PAF POLISH AIR FORCE Col. Jarosław LACH

LSSIP Contact Person for Poland EUROCONTROL Mrs Ingrid FEIJT

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL EIPR Objective Coordinator

National Stakeholder Specialist(s)

AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI (E. REUBER till 02/2015)

A. DYBOWSKA Bogdan SUWAŁA – PANSA

AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA Jacek WYRWICH – PANSA

AOM21 R. BUCUROIU A. DYBOWSKA Filip SOSIN – PANSA

AOP03 T. LICU P. VRANJKOVIC Krzysztof KALAMAN – PANSA

AOP04.1 P. ADAMSON P. VRANJKOVIC Andrzej SUS – PANSA

AOP04.2 P. ADAMSON P. VRANJKOVIC Andrzej SUS – PANSA

AOP05 P. ADAMSON P. VRANJKOVIC Rafał MARCZEWSKI – PANSA

ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT Kacper WALCZAK – PANSA




ATC07.1 P. CONROY, P. TERZIOSKI L. DELL’ORTO Kacper WALCZAK – PANSA

ATC12 P. TERZIOSKI L. DELL’ORTO Kacper WALCZAK – PANSA

ATC15 P. CONROY, P. TERZIOSKI L. DELL’ORTO Kacper WALCZAK – PANSA

ATC16 S. DROZDOWSKI L. DELL’ORTO Kacper WALCZAK – PANSA

ATC17 S. MORTON L. DELL’ORTO Kacper WALCZAK – PANSA

COM09 L. POPESCU O. ALFARO Maciej DĄBROWSKI – PANSA

COM10 Y. EYUBOGLU A. KOKONA Maciej DĄBROWSKI – PANSA

COM11 L. POPESCU A. KOKONA Bartłomiej KOCOT – PANSA

ENV01 C. FABER B. HILL Jarosław NIEWIŃSKI – P1ANSA

ENV02 S. MAHONY, A. WATT B. HILL Witold PIECHOTA – APO

FCM01 H. KOOLEN O. CIOARA Kacper WALCZAK – PANSA

FCM03 S. SMIDT O. CIOARA Kacper WALCZAK – PANSA

FCM04 M. RICHARD O. CIOARA Włodzimierz SALWA – PANSA

FCM05 P. MATERN O. CIOARA Jacek WYRWICH – PANSA

INF04 P. MATERN A-P. FRANGOLHO Rafał BRANDYS – PANSA

INF07 A. PETROVSKY A-P. FRANGOLHO Rafał BRANDYS – PANSA

ITY-ACID A. DESMOND-KENNEDY O. CIOARA Dariusz JASIŃSKI – PANSA


ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL EIPR Objective Coordinator

National Stakeholder Specialist(s)

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Rafał BRANDYS – PANSA

ITY-AGDL S. DISSING A. KOKONA Bartłomiej KOCOT – PANSA

ITY-AGVCS2 J. POUZET O. ALFARO Bartłomiej KOCOT – PANSA

ITY-COTR S. MORTON L. DELL’ORTO Kacper WALCZAK – PANSA

ITY-FMTP L. POPESCU O. ALFARO Maciej DĄBROWSKI – PANSA

ITY-SPI M. BORELY, R. STEWART A-P. FRANGOLHO Dariusz JASIŃSKI – PANSA

NAV03 F. PAVLICEVIC A. KOKONA Andrzej KRÓL –PANSA

NAV10 R. FARNWORTH A. KOKONA Andrzej KRÓL – PANSA

SAF10 T. LICU I. FEIJT Mariusz KRZYŻANOWSKI – PANSA

SAF11 S. LAWRENCE I. FEIJT Mariusz KRZYŻANOWSKI – PANSA

SRC-RLMK M. DEBOECK A. DYBOWSKA

SRC-SLRD M. DEBOECK A. DYBOWSKA


Annex B – National Stakeholders Organisation Charts

Annex B1 – Organizational Structure of Civil Aviation Authority

Plenipotentiary for Quality

Management System

Personnel Licensing

Department

Safety

Management

Vice President for Aviation

Vice President for Air Transport

Aviation Technical

Department

Civil Aviation Security

Department

Commission on Passenger Rights

Aerodromes Department

Director’s General Office

Internal Audit Post

Flight Operations Department

Director General

PRESIDENT

Team for Protection

of Classified Information and Personal Data

Defence Affairs Bureau

President's Bureau

Air Navigation Department Legal

Department

Health and Safety and Fire Protection Post

Air Transport Department

Secretariat

Secretariat

Secretariat Secretariat


Annex B2 – PANSA

Polish Air Navigation Services Agency was set up under the Act of 8 December 2006 and started its activity on the 1st of April 2007. Agency’s ongoing activity is supervised by the President of the Civil Aviation Authority under the provision of the Act of 3 July 2002 – the Aviation Law. The separation of PPL and ARL (PATA), has allowed better implementation of their tasks, and transparent financial and operational relations. It has also helped actively develop PANSA and make it more efficient in the European market. By way of establishing the new Agency, Poland met the international obligations of its accession to EUROCONTROL. PANSA performs its functions under the authority of the minister of Infrastructure.

Organizational Structure of Polish Air Navigation Services Agency

President of PANSA

Vice -President

of Air Navigation

Vice -President of Finance and Administration

Director

Administration

Bureau

Director

Finance Bureau

Chief Accountant

Director ATM/CNS Personnel Training and Development Bureau

Director Development and Implementation

Bureau

Director Air Traffic Safety Management and Services Quality Bureau

Air Traffic Management and Security Service

Plenipotentiary for Management

Director Strategy Department

Director

Air Traffic Services Bureau

Director

Airspace Management and Operations

Planning Bureau

Director

Technical Services Bureau

Legal

Service Unit


Annex C – Glossary of Abbreviations

ACSS Air Control Surveillance Service of Lower Airspace (SNRLs - Pol).

AF ATM Functionality

BALTINT Baltic Integration Project

BANC Baltic Air Navigation Committee

CAA Civil Aviation Authority

FT Fast Track

IMGW Institute of Meteorology and Water Management

MATSO Military Air Traffic Service Office of Polish Armed Forces

MATZ Military Aerodrome Traffic Zones

MoD Ministry of Defence

NSA National Supervisory Authority

OH&S Occupational Health and Safety

PAF Polish Air Forces

PAFFSO Polish Armed Forces Flight Safety Office

PANSA Polish Air Navigation Services Agency

PATA Polish Air Traffic Agency (since 1.04.2007 – PANSA)

PCP Pilot Common Project

PDP Preliminary Deployment Programme

PPL “Polish Airports” State Enterprise – Warsaw Chopin Airport

PRANET PANSA RAdar NETwork

QMS Quality Management System

S-AF Sub ATM Functionality

SAR Search and Rescue

SCAAI State Commission of Aircraft Accident Investigation

Local Single Sky ImPlementation (LSSIP) POLAND - Eurocontrol

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