EUROCONTROL LSSIP 2019 - GERMANY LOCAL SINGLE SKY IMPLEMENTATION Level2019 1 - Implementation Overview
Document Title LSSIP Year 2019 for Germany Info Centre Reference 20/01/15/17 Date of Edition 15/05/2020 LSSIP Focal Point Ralf Reiser – DFS [email protected] LSSIP Contact Person Goran Pavlović – EUROCONTROL/NMD/INF/PAS [email protected] LSSIP Support Team [email protected] Status Released Intended for Agency Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky- implementation-monitoring
Reference Documents
LSSIP Documents https://www.eurocontrol.int/service/local-single-sky- implementation-monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master- Edition 2019 plan-implementation-plan-level-3-2019 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master- Year 2019 plan-implementation-report-level-3-2019 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP Paper or online publications may be ordered from https://www.eisenschmidt.aero or in pilot shops. FAB Performance Plan https://www.fabec.eu/performance/performance-plan
LSSIP Year 2019 Germany - Level 1 Released issue
APPROVAL SHEET
The following authorities have approved all parts of the LSSIP Year 2019 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2019.
Stakeholder / Name Position Signature and date Organisation
Federal Ministry of Dirk NITSCHKE Director Air Navigation Transport and Digital Services Division Infrastructure (LF 17)
Federal Ministry of Ulrich-Martin STIEHL Director Aerodromes Transport and Digital Division Infrastructure (LF 15)
DFS Deutsche Professor Klaus-Dieter Chief Executive Officer Flugsicherung GmbH SCHEURLE
Federal Ministry of Oberst i.G. Armin Branch Chief Policy on Defence HAVENITH Flight Regulations Air Traffic Management and Flight Safety
LSSIP Year 2019 Germany - Level 1 Released issue
DOCUMENT PRODUCTION
The following table shows the experts who have co-ordinated the different contributions, produced and reviewed this LSSIP Document.
Stakeholder / Name Position Signature Organisation
German Military Benjamin SEVERIN LSSIP Focal Point Aviation Authority German Military (LufABw)
Federal Supervisory André MÜHLIG LSSIP Focal Point Authority for Air German NSA Navigation Services (BAF)
DFS Deutsche Ralf REISER LSSIP Focal Point DFS Flugsicherung GmbH (German FP)
EUROCONTROL Agency Goran PAVLOVIĆ LSSIP Contact Person for Germany
LSSIP Year 2019 Germany - Level 1 Released issue
TABLE OF CONTENTS
Executive Summary ...... 1 Introduction ...... 10 1. National ATM Environment ...... 11 Geographical Scope ...... 11 National Stakeholders ...... 19 2. Traffic and Capacity ...... 33 Evolution of traffic in Germany ...... 33 Bremen ACC ...... 34 Langen ACC ...... 38 Karlsruhe UAC ...... 42 Munich ACC ...... 47 3. Implementation Projects ...... 51 National projects ...... 51 FAB projects ...... 53 U-Space demonstration projects ...... 59 4. Cooperation activities ...... 61 FAB Co-ordination...... 61 Multinational cooperation initiatives ...... 61 5. Implementation Objectives Progress ...... 64 State View: Overall Objective Implementation Progress ...... 64 Objective Progress per SESAR Key Feature ...... 66 ICAO ASBU Implementation Progress ...... 71 Detailed Objectives Implementation progress ...... 72 6. Annexes ...... 120 A. Specialists involved in the ATM implementation reporting for Germany ..... 120 B. National stakeholders organisation charts ...... 121 C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more .... 128 D. Implementation of U-Space Services ...... 133 E. SESAR Solutions implemented in a voluntary way ...... 141 F. Military Organisations Infrastructure ...... 149 G. Glossary of abbreviations ...... 150
LSSIP Year 2019 Germany - Level 1 Released issue
Executive Summary
National ATM Context
Germany (DE) is a member state of the European Union. Germany participates also in all relevant major international organisations in the field of ATM/ANS, both civil and military.
Civil aviation, including ATS (Air Traffic Services) for civil and military air traffic in Germany, falls under the responsibility of the Federal Ministry of Transport and Digital Infrastructure (MoT, “Bundesministerium für Verkehr und digitale Infrastruktur”). At times of tension or war, this responsibility is to be taken over by the Federal Ministry of Defence (MoD, “Bundesministerium der Verteidigung”). The MoD is nevertheless responsible at all times for ATM at military aerodromes and air defense matters and delegates responsibilities to its subordinate military entities. The regional civil and military ATS are integrated within the DFS Deutsche Flugsicherung GmbH, the main air navigation service provider in Germany, a company organised under private law. Military personnel released to the DFS have the same legal status as other DFS staff and are thus subject to civil safety oversight and civil certification. The Federal Supervisory Authority for Air Navigation Services (BAF, “Bundesaufsichtsamt für Flugsicherung”), an independent federal body subordinate to the MoT, acts as the NSA for Germany. BAF covers all tasks pertaining to an NSA under the SES regulations. The NSA is fully separated from German ANS providers. The “Luftfahrtamt der Bundeswehr” (LufABw) is a federal office subordinate to the MoD. LufABw is tasked to set the standards for the provision of military ATS and is acting as the Military Supervisory Authority (MSA) for all military ATS providers in Germany. LufABw and BAF cooperate based on a bilateral written agreement. As agreed between MoT and MoD, a common liaison office has been established and reported to the European Commission. The German Federal Bureau of Aircraft Accident Investigation (BFU, “Bundesstelle für Flugunfalluntersuchung”) is a federal agency subordinated to the MoT, responsible for the investigation of civil aircraft accidents and serious incidents within Germany. Based on an interdepartmental agreement between the German MoT and the German MoD from September 1999, the BFU responsibilities were transferred to the Director, Bundeswehr Aviation Safety (GenFlSichhBw, “General Flugsicherheit in der Bundeswehr”, an independent branch within the LufABw) for all accidents and incidents when solely military aircraft are involved. Investigations of accidents and malfunctions involving civil and military aircraft are conducted under the responsibility of the BFU, with participation of the Director, Bundeswehr Aviation Safety. The German aerodrome landscape consists of, among others, larger international and smaller so-called regional airports (see Chapter 1.1). Frankfurt, Munich, Berlin Brandenburg and Düsseldorf airports are covered in this LSSIP edition as well as the Non-PCP airports Hamburg, Hannover, Cologne-Bonn, Nuremberg and Stuttgart. According to Article 6 of the German Aviation Act (LuftVG), the construction and operation of aerodromes are subject to prior approval, issued by the competent aeronautical authority of the federal state acting on federal commission relating to civil aerodromes. 16 federal states (Länder) make up the Federal Republic of Germany. As principle enshrined in the German Basic Law this federal system means that many political decisions are taken in the Länder. In accordance with Article 87d (1) Basic Law civil air transport administration shall be conducted under federal administration. By a federal law requiring the consent of the German Bundesrat (upper house of the German parliament), responsibilities for air transport administration may be delegated to the Länder acting on federal commission (Article 87d (2) Basic Law). In this regard § 31 (2) of the German Aviation Act delegates parts of the air transport administration responsibilities on federal commission to the Länder (so i.a. § 31 (2) point 4 relating to the approval of aerodromes, see above). Therefore, there are aviation authorities at federal level and at Federal State level.
LSSIP Year 2019 Germany - Level 1 1 Released issue Specific airspace blocks of the German upper airspace are served by Maastricht Upper Area Control Centre (MUAC), as established under the Maastricht Agreement by the four participating states (Belgium, Germany, Luxembourg and the Netherlands) and EUROCONTROL. MUAC, which is a NL-based ATS and CNS provider, is specifically addressed in its own LSSIP document. The German MoT and NSA participate in the Maastricht Coordination Group (MCG) and the four states NSA Committee, which deal with regulatory and supervisory aspects as regards MUAC in a highly collaborative and coordinated manner.
Traffic and Capacity
The year 2019 was characterised by a traffic increase of 0.2% compared to 2018 within the area of responsibility of DFS (with -0.4% during summer 2019 - from May to October) (The source for traffic and delay data in this summary is NMIR; delay data have been corrected to include post-ops adjustments). The en-route Average Delay per Movement (ADM) “all causes” reached 1.45 minutes per flight in 2019, which represents an improvement compared with 2018, when this indicator amounted to 1.64 min/flight. In the summer, the en-route ADM “all causes” reached 1.89 min/flight (compared with 2.42 min/flight in the previous year). The main causes of en-route ATFM delay in the summer season were “ATC Capacity” (55.9%), “Weather” (23.7%) and “ATC Staffing” (14.9%). The ACC with the highest share of en-route ATFM delay was Karlsruhe UAC (67.7% for the entire year, 64.2% in the summer). A network-wide initiative, the so-called eNM/S19, was set in place from 25 April until 6 November in order to partially off-load the upper airspace and thereby reduce the negative impact of demand/capacity imbalances and the resulting en-route ATFM delay. In the context of the delay reattribution process linked to this initiative, additional 0.09 min/flight due to “ATC Capacity” and 0.07 min/flight due to “Weather” were reattributed to DFS from other ANSPs (this amount of delay is not included in the figures presented in the previous paragraph). The EUROCONTROL Seven-Year Forecast, published in October 2019, predicts a traffic increase of 1.6% for 2020 in Germany compared to 2019, as well as an average annual growth rate of 1.3% between 2019 and 2025 according to the baseline scenario. DFS expects a traffic growth of 0.5% for the year 2020 within its area of responsibility and an average annual growth rate of 1.3% between 2019 and 2025. In Bremen ACC, ADM “all causes” reached 0.86 min per flight in 2019 (1.36 min/flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (66.6%) and “Weather” (26.0%). The implementation of the new ATM system iCAS is planned for the winter period 2022/2023; the new Berlin Brandenburg Airport is expected to open in October 2020. In Langen ACC, ADM “all causes” amounted to 0.59 min per flight in 2019 (0.80 min/flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (51.9%), “ATC Staffing” (25.0%) and “Weather” (19.1%). The implementation of the new ATM system iCAS is scheduled for the winter period 2023/2024. In Munich ACC, ADM “all causes” amounted to 0.09 min per flight in 2019 (0.15 min/flight in the summer). “Weather” was the main reason for en-route ATFM delay in the summer (85.2%), followed by “ATC Capacity” (14.1%). The implementation of the new ATM system iCAS is scheduled for the winter period 2021/2022. In Karlsruhe UAC, ADM “all causes” amounted to 1.67 min per flight in 2019 (2.13 min/flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (56.5%), “Weather” (21.5%) and “ATC Staffing” (15.0%). The implementation of the new ATM system iCAS, which will replace the current iCAS system in Karlsruhe UAC, is scheduled for the winter period 2024/2025.
LSSIP Year 2019 Germany - Level 1 2 Released issue Summer Forecast (May to October inclusive):
0.0 % +0.2% & 2.5% 2019 2020-2024
Summer delay (per ACC): BREMEN ACC LANGEN ACC KARLSRUHE UAC MUNICH ACC
0.25 1.36 0.77 0.79 3.18 2.13 0.45 0.15 2018 2019 2018 2019 2018 2019 2018 2019
Progress per SESAR Phase
The figure below shows the progress made so far in the implementation of the SESAR baseline (Pre-SESAR and SESAR1 non-PCP) and the PCP elements. It shows the average implementation progress for all objectives grouped by SESAR Phases, excluding those for which the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3) 2019, i.e. disregarding the declared “NOT APPLICABLE” LSSIP progress status. The SESAR 1 (non-PCP) progress in the graphics below for this State is based on the following objectives: AOP14, AOP15, AOP16, AOP18, ATC02.9, ATC18, ATC19, ATC20 and COM11.2.
Pre-SESAR Phase 2000 2030
79%
SESAR 1 (PCP only) 2011 2024
32%
SESAR 1 (non-PCP) 2013 2030
30%
LSSIP Year 2019 Germany - Level 1 3 Released issue Progress per SESAR Key Feature and Phase
The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.
Optimised ATM Network Advanced Air Traffic High Performing Airport Enabling the Aviation Services Services Operations Infrastructure
100 n/a % 81 77 78 % % % 68 % 40 35 % 26 % 22 23 % 20 % % %
PCP) PCP) PCP) PCP) - - - - Phase 1 (PCP only) (PCP 1
SESAR Phase SESAR SESAR Phase SESAR Phase - - - - Pre Pre Pre Pre SESAR 1 (non 1 SESAR (non 1 SESAR (non 1 SESAR (non 1 SESAR SESAR 1 (PCP only) (PCP 1 SESAR only) (PCP 1 SESAR only) (PCP 1 SESAR SESAR
ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 5.3 – ICAO ASBU Implementation Progress.
Block 0 2000 2024
79%
LSSIP Year 2019 Germany - Level 1 4 Released issue ATM Deployment Outlook
State Objectives Deployed in 2018 - 2019 - ASM Support Tools to Support Advanced FUA (AFUA) AOM19.1 - 100 % progress
By 2020 By 2021 By 2022 By 2023+
- New Pan-European - Short Term ATFCM - Implementation of ground- - ASM Management of Real- Network Service (NewPENS) Measures (STAM) - Phase 2 ground automated co- Time Airspace Data COM12 - 58 % progress FCM04.2 - 00 % progress ordination processes AOM19.2 - 30 % progress - Electronic Dialogue as - Management of Pre- ITY-COTR - 91 % progress - RNP Approach Procedures Automated Assistance to defined Airspace - Common Flight Message to instrument RWY Controller during Configurations Transfer Protocol (FMTP) NAV10 - 55 % progress Coordination and Transfer AOM19.4 - 40 % progress ITY-FMTP - 60 % progress - Voice over Internet ATC17 - 91 % progress - Free Route Airspace - Electronic Terrain and Protocol (VoIP) in En-Route - Aircraft Identification AOM21.2 - 40 % progress Obstacle Data (eTOD) COM11.1 - 20 % progress ITY-ACID - 92 % progress - Extended Flight Plan INF07 - 01 % progress - Voice over Internet - Information Exchange with FCM08 - 05 % progress - 8,33 kHz Air-Ground Voice Protocol (VoIP) in En-route in Support of AMAN - Full Rolling ASM/ATFCM Channel Spacing below FL195 Airport/Terminal ATC15.1 - 94 % progress Process and ASM ITY-AGVCS2 - 52 % progress COM11.2 - 20 % progress Information Sharing - Information Exchanges AOM19.3 - 25 % progress using the SWIM Yellow TI - Traffic Complexity Profile Assessment INF08.1 - 10 % progress FCM06 - 50 % progress - Surveillance Performance - Interactive Rolling NOP and Interoperability FCM05 - 00 % progress ITY-SPI - 65 % progress - Ensure Quality of Aeronautical Data and Aeronautical Information ITY-ADQ - 70 % progress - RNAV 1 in TMA Operations NAV03.1 - 55 % progress - RNP 1 in TMA Operations NAV03.2 - 46 % progress
LSSIP Year 2019 Germany - Level 1 5 Released issue Airport Objectives - Cologne - Bonn Airport Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Continuous Descent Operations (CDO) ENV01 - 82 % progress
Airport Objectives - Nuremberg Airport Deployed in 2018 - 2019 - Initial Airport Operations Plan AOP11 - 100 % progress
By 2020 By 2021 By 2022 By 2023+
- Continuous Descent Operations (CDO) ENV01 - 78 % progress
Airport Objectives - Hannover Airport Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Initial Airport Operations Plan AOP11 - 43 % progress - Continuous Descent Operations (CDO) ENV01 - 82 % progress
LSSIP Year 2019 Germany - Level 1 6 Released issue Airport Objectives - Hamburg Airport Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Continuous Descent - Initial Airport Operations Operations (CDO) Plan ENV01 - 82 % progress AOP11 - 28 % progress
Airport Objectives - Stuttgart Airport Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Initial Airport Operations - Continuous Descent Plan Operations (CDO) AOP11 - 30 % progress ENV01 - 77 % progress
LSSIP Year 2019 Germany - Level 1 7 Released issue Airport Objectives - Düsseldorf Airport Deployed in 2018 - 2019 - Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 - 100 % progress - Advanced Surface Movement Guidance and Control System A- SMGCS Surveillance (former Level 1) AOP04.1 - 100 % progress
By 2020 By 2021 By 2022 By 2023+
- Continuous Descent - Automated Assistance to Operations (CDO) Controller for Surface ENV01 - 78 % progress Movement Planning and - Initial Airport Operations Routing Plan AOP13 - 00 % progress AOP11 - 43 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 25 % progress
Airport Objectives - Munich Airport Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Continuous Descent - Initial Airport Operations - Automated Assistance to Operations (CDO) Plan Controller for Surface ENV01 - 82 % progress AOP11 - 48 % progress Movement Planning and Routing AOP13 - 00 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 25 % progress
LSSIP Year 2019 Germany - Level 1 8 Released issue Airport Objectives - Frankfurt Airport Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Advanced Surface - Initial Airport Operations - Time-Based Separation Movement Guidance and Plan AOP10 - 06 % progress Control System (A-SMGCS) AOP11 - 34 % progress - Automated Assistance to Runway Monitoring and Controller for Surface Conflict Alerting (RMCA) Movement Planning and (former Level 2) Routing AOP04.2 - 50 % progress AOP13 - 00 % progress - Continuous Descent - Improve Runway and Operations (CDO) Airfield Safety with ENV01 - 82 % progress Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 28 % progress
LSSIP Year 2019 Germany - Level 1 9 Released issue
Introduction
The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2019, together with plans for the next years.
Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, it gives an overview of the Airspace Organisation and Classification, the ATC Units, the U-Space services supporting drones operations and the ATM systems operated by the main ANSP;
Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It also presents the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;
Chapter 3 provides the main Implementation Projects (at national, FAB and multinational level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The Level 1 document covers a high-level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in the Level 2 document. The chapter also provides an overview of any U- Space demonstration projects currently completed, ongoing and planned to take place in the Country;
Chapter 4 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation, as well as all other multinational initiatives, which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;
Chapter 5 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition, it provides the high-level information on progress and plans of each Implementation Objective. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.
The Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders (REG, ASP, MIL and APO) to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2019. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.
The information contained in Chapter 5 – Implementation Objectives Progress is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.
LSSIP Year 2019 Germany - Level 1 10 Released issue
1. National ATM Environment
Geographical Scope
International Membership
Germany is a Member of the following international organisations in the field of ATM:
Organisation Since ECAC 1955 EUROCONTROL 1960 European Union 1958 EASA 2003 ICAO 1956 NATO 1955 ITU 1866 WMO 1954 EDA 2004 FABEC 2013
LSSIP Year 2019 Germany - Level 1 11 Released issue Geographical description of the FIR(s)
This LSSIP edition covers information about all German UIRs/FIRs, except Hannover UIR.
The German FIRs are: The German UIRs are:
• Bremen FIR • Rhein UIR • Langen FIR • Hannover UIR • Munich FIR
Germany FIRs for the lower airspace are surrounded by Germany UIRs for the upper airspace are surrounded by FIRs of 9 states, namely: UIRs/FIRs of 9 states, namely: • Copenhagen FIR (Denmark) • Copenhagen FIR (Denmark) • Sweden FIR • Sweden FIR • Warsaw FIR (Poland) • Warsaw FIR (Poland) • Prague FIR (Czech Republic) • Prague FIR (Czech Republic) • Vienna FIR (Austria) • Vienna FIR (Austria) • Switzerland FIR • Switzerland UIR • Reims FIR (France) • France UIR • Brussels FIR (Belgium) • Brussels UIR (Belgium) • Amsterdam FIR (The Netherlands) • Amsterdam FIR (The Netherlands)
The FIR is separated from the UIR in flight level FL245. Hannover UIR is controlled by MUAC. While the division flight level between Maastricht UAC and the Langen ACC / Bremen ACC is FL245, the division flight level between Karlsruhe UAC and Bremen ACC is FL285. Munich ACC is responsible for the control of flights in Munich FIR to FL245 and in parts of the Rhein UIR to UNL. It is also responsible for Munich FIR and part of Rhein UIR to FL315. For detailed information about the German FIRs and UIRs, especially their lateral limits and different ATS responsibilities within Rhein UIR, see IFR AIP Germany, Part 2 ENR 2.1.
LSSIP Year 2019 Germany - Level 1 12 Released issue
DE – Lower Airspace - Chart supplied by DFS Aeronautical Information Management
DE – Upper Airspace - Chart supplied by DFS Aeronautical Information Management
LSSIP Year 2019 Germany - Level 1 13 Released issue Airspace Classification and Organisation
The classification of airspace in Germany is depicted in the diagram below.
Chart supplied by DFS Aeronautical Information Management (AIP VFR ENR 1-1)
LSSIP Year 2019 Germany - Level 1 14 Released issue ATC Units
The chart below shows ANS units in Germany at international and regional airports as well as military airports with
civil use and the respective service provider.
Chart supplied by Federal Agency for Cartography and Geodesy; Abbreviations for the chart above - see next page.
LSSIP Year 2019 Germany - Level 1 15 Released issue
Term Description ACG Austro Control GmbH (Air Navigation Service Provider, Austria) AIS-C AIS-Centre (Aeronautical Information Service Centre) ATS Air Traffic Services BZ Bildungszentrum (Training Centre) CNS Communication, Navigation and Surveillance CC Control Centre DAS DFS Aviation Services GmbH (Air Navigation Service Provider) DFS Deutsche Flugsicherung GmbH (Air Navigation Service Provider) DLR GfR Gesellschaft für Raumfahrtanwendungen (GfR) mbH (Air Navigation Service Provider) at Deutsche Zentrum für Luft- und Raumfahrt e. V. DWD Deutscher Wetterdienst (Air Navigation Service Provider) ESPA European Service Provider for Airports - ESPA GmbH (Air Navigation Service Provider) FWW Aeronautical Meteorological Station LBZ MET Advisory Centre (MAC) MET Meteorology (Meteorological services for air navigation) MUAC Maastricht Upper Area Control Centre (Maastricht control centre upper airspace) – operated by EUROCONTROL (European Organisation for the Safety of Air Navigation) Rhein UAC Rhein Upper Area Control Centre (Karlsruhe control centre upper airspace) RNFG Rhein-Neckar Flugplatz GmbH (Air Navigation Service Provider) TWR Tower
List of ACCs/UACs/APPs
The following table lists the ACCs/UACs/APPs (with associated FIRs/UIRs) in the German airspace. Note that the APP sectors are integrated into the ACCs. The figures for APP are given for the sectors responsible for the "main airports" Berlin, Düsseldorf, Frankfurt, Cologne/Bonn, Munich and en-route sectors with a high share of APP traffic (e.g. Hamburg APP). The number of sectors, as indicated in this table, is the maximum number of control sectors that can be operated simultaneously by the respective unit. The number of opened sectors is stated in the column “remarks”.
The ATC units in the German airspace, which are of concern to this LSSIP, are the following:
Number of sectors ATC Unit Associated FIR(s) Remarks En-route TMA En-route: 4 approach sectors in Berlin and the approach sectors Hamburg East, Hamburg West and Hannover. The maximum possible configuration consisted of 19 sectors. The approach 12 ENR Until the opening of the new Berlin Bremen sectors are + Bremen FIR airport, both Berlin departure sectors are (ACC) integrated in always combined. 7 APP the ACC. The en-route sectors Eider East and Eider West are always combined except in case of military exercises. The maximum number of opened sectors was 17.
LSSIP Year 2019 Germany - Level 1 16 Released issue Number of sectors ATC Unit Associated FIR(s) Remarks En-route TMA En-route: 3 sectors APP Frankfurt, 2 sectors APP Stuttgart, 2 sectors APP Cologne/Bonn and 3 sectors APP Düsseldorf, 3 sectors with predominantly military 22 ENR traffic. Langen + Langen FIR The maximum possible configuration (ACC) 10 APP consisted of 32 sectors; the sectors Neckar High + Neckar Low were usually The approach combined. sectors are The maximum number of opened sectors integrated in was 29 (up to 28 sectors simultaneously in the ACC. the entire ACC). En-route: 4 sectors APP Munich, 3 sectors with a high share of APP traffic (Franken Low, Thüringen Low and 17 ENR Munich Sachsen Low). + Munich FIR (ACC) The maximum possible configuration 4 APP consisted of 21 sectors. The maximum number of sectors which were simultaneously opened was 20. The maximum possible configuration Karlsruhe consisted of 43 sectors; the maximum 43 ENR - Rhein UIR (UAC) number of sectors which were simultaneously opened was 29.
LSSIP Year 2019 Germany - Level 1 17 Released issue U-Space services
An overview of the current implementation progress and short to medium term planning information on the main elements underlying the provision of the U-Space services enabling Very Low Level drones operations is provided in Annex D to this document. U-Space demonstration projects information are also included in section 3.3. The following table contains a list of the 16 services expected to be available in phases U1 (2019) to U3 (2025), as described in the European ATM Master Plan add-on: Roadmap for the safe integration of drones into all classes of airspace.
Phase Service U1.1 e-Registration U1 Foundation Services U1.2 e-Identification U1.3 Pre-tactical Geo-fencing U2.1 Tactical Geo-fencing U2.2 Flight Planning Management U2.3 Weather Information U2.4 Tracking U2 Initial Services U2.5 Monitoring U2.6 Drone Aeronautical Information Management U2.7 Procedural Interface with ATC U2.8 Emergency Management U2.9 Strategic De-confliction U3.1 Dynamic Geo-fencing U3.2 Collaborative Interface with ATC U3 Advanced Services U3.3 Tactical De-confliction U3.4 Dynamic Capacity Management
LSSIP Year 2019 Germany - Level 1 18 Released issue National Stakeholders
The main National Stakeholders involved in ATM in Germany are: • Federal Ministry of Transport and Digital Infrastructure, BMVI (MoT, “Bundesministerium für Verkehr und digitale Infrastruktur”) is the state federal authority for civil aviation in Germany. The Directorate General for Civil Aviation (LF) within the MoT is divided into nine divisions with “LF 17 – Air Navigation Services, BAF” being the division/office concerned with the regulatory tasks for air navigation services. The division/office responsibility for meteorology and the DWD (Germany’s provider of aeronautical meteorological services) is allocated to the Directorate General for Digital Society Division DG 22. • Federal Supervisory Authority for Air Navigation Services, BAF (NSA, “Bundesaufsichtsamt für Flugsicherung”), an independent federal body subordinate to the MoT, acts as the NSA for Germany. BAF covers all tasks pertaining to a NSA under the SES regulations. The NSA is fully separated from German ANS providers. It has been established as the German National Supervisory Authority for Air Navigation Services by Federal Act, effective since August 2009. • Federal Office of Civil Aviation - Civil Aviation Authority (LBA, “Luftfahrt-Bundesamt”). LBA has been charged by law with certain tasks in German civil aviation. Among others the LBA is responsible for the supervision of aviation industry, public transportation by air and General Aviation as well as licensing of airline transport pilots. • Federal Bureau of Aircraft Accident Investigation (BFU, “Bundesstelle für Flugunfalluntersuchung”); a federal agency subordinate to the MoT, responsible for the investigation of civil aircraft accidents and serious incidents within Germany. • German Meteorological Service (DWD, „Deutscher Wetterdienst“); a public institution responsible for the German meteorological service with partial legal capacity under the MoT. • DFS Deutsche Flugsicherung GmbH; the main Air Navigation Service Provider in Germany, is a company organised under private law owned by the Federal Republic of Germany, responsible for the provision of air traffic control in Germany including the regional military air traffic services. • Federal Ministry of Defence, BMVg (MoD, “Bundesministerium der Verteidigung”). The MoD is the state federal authority for military aviation in Germany. Within its overall function, MoD delegates responsibilities to its subordinate military entities. • “Luftfahrtamt der Bundeswehr” (LufABw) is the German Military Aviation Authority (MAA) and has been established in 2015. It is a federal office subordinate to the MoD. LufABw is, besides other functions, tasked to set the standards for the provision of military ATS and is acting as the Military Supervisory Authority (MSA) for military ANSPs in Germany. In this role LufABw has been appointed to the European Commission as ‘military equivalent” to the Federal Supervisory Authority for Air Navigation Services (“Bundesaufsichtsamt für Flugsicherung”). • The main military Air Navigation Service Providers in Germany are German Air Force Headquarter (GAFHQ, ”Kommando Luftwaffe”), Air Operations Command (“Zentrum Luftoperationen”), Rapid Response Forces Division („Division Schnelle Kräfte”), Naval Air Command (“Marinefliegerkommando”) and Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (Bundesamt für Ausrüstung, Informationstechnik und Nutzung der Bundeswehr – BAAINBw). Amongst them, GAFHQ takes up a “pilot function”. On their behalf local military ANS units (combined TWR/APP/AIS units with CNS component) provide services at military airfields on the basis of German Aviation Act § 30 (2). This includes the provision of ATS to civil and military air traffic (GAT and OAT) at the airfields and within defined areas of responsibility around the military airfields, covering as well major service provision at jointly military/civil used military airfields. In addition to the provision of local ATS at military airfields, centralised support services are provided by the Air Operations Command (“Zentrum Luftoperationen”) in form of Airspace Management, NOTAM-Service, publication of aeronautical charts and military flight publications and aeronautical navigation.
LSSIP Year 2019 Germany - Level 1 19 Released issue • Investigations of accidents and malfunctions involving civil and military aircraft are conducted under the responsibility of the BFU, with participation of the Director, Bundeswehr Aviation Safety (GenFlSichhBw, “General Flugsicherheit in der Bundeswehr”), an independent branch within the LufABw. • Investigations of accidents and incidents involving solely military aircraft are conducted under the responsibility of the Director, Bundeswehr Aviation Safety. • Bundeswehr Geoinformation Service (BGIS, "Geoinformationsdienst der Bundeswehr"); an institution for meteorological services for military purpose. The Deputy Director of the Bundeswehr Geoinformation Service (Dep Dir BGIS) is acting as Military Supervisory Authority (MSA) for military air weather service. • Frankfurt, Munich, Berlin Brandenburg and Düsseldorf airports are covered in this LSSIP edition. Furthermore, the Non-PCP airports Hamburg, Hannover, Cologne-Bonn, Nuremberg and Stuttgart are also covered.
Civil aviation, including ATS for civil and en-route services for military air traffic in Germany, is the responsibility of the MoT. In times of tension and war, responsibility for air traffic services is to be taken over by the MoD, which in times of peace also keeps responsibility for ATM services at military aerodromes and for air defence matters. MoT and MoD represent Germany in the EU Single Sky Committee and at the EUROCONTROL Provisional Council. BAF and LufABw have been reported to the European Commission as the national supervisory authorities for air navigation services. They cooperate by means of a military liaison office on the basis of an undersigned bilateral agreement.
The relationship between the main national stakeholders is depicted in the diagram below.
Detailed organisation charts showing roles and responsibilities of the main German aviation stakeholders (the Federal Ministry of Transport and Digital Infrastructure, the Federal Ministry of Defence, the Federal Supervisory Authority for Air Navigation Services, the German Military Aviation Authority, the Federal Office of Civil Aviation - Civil Aviation Authority, the DFS Deutsche Flugsicherung GmbH, the Deutscher Wetterdienst) are available in Annex B.
LSSIP Year 2019 Germany - Level 1 20 Released issue Civil Regulator(s)
General Information
Activity in ATM: Organisation responsible Legal Basis Rule-making German Federal German Constitution, German Aviation Act Parliament, Federal Ministry of Transport and Digital Infrastructure (MoT) Safety Oversight NSA BAF – Errichtungsgesetz, 29 July 2009, (Organisational Act), relevant EU legislation Enforcement actions in case of NSA Luftverkehrsgesetz §§ 58 ff. (German Aviation Act) and non-compliance with safety Luftverkehrs-Ordnung § 44 (Regulation on Aviation) regulatory requirements Verordnung über das erlaubnispflichtige Personal in der Flugsicherung und seine Ausbildung § 46 (Regulation on the Qualification of ATS Personnel) Relevant EU legislation
Airspace MoT Luftverkehrs-Ordnung § 16 f. (Regulation on Aviation) Economic MoT and NSA * German Constitution and relevant EU legislation BAF – Errichtungsgesetz, 29 July 2009, (Organisational Act) Environment Federal Ministry for the German Constitution Environment, Nature Conservation, Building and Nuclear Safety (BMUB) Security Federal Ministry of the German Constitution, Luftsicherheitsgesetz (Aviation Interior, Building and Security Act) Community (BMI) in cooperation with MoT Security oversight as an integral element of Commission NSA Implementing Regulation (EU) No 1035/2011 Accident investigation Federal Bureau of Aircraft Gesetz über die Untersuchung von Unfällen und Accident Investigation Störungen in der zivilen Luftfahrt (Act on the (BFU) Investigation of Accidents and Incidents in Civil Aviation)
* The NSA is responsible for economic oversight over ANS providers. This encompasses establishment and monitoring of performance plans and targets which are adopted by Germany (the MoT).
LSSIP Year 2019 Germany - Level 1 21 Released issue Regulatory Authorities
The Regulatory Authorities are: • Federal Ministry of Transport and Digital Infrastructure, BMVI (MoT, “Bundesministerium für Verkehr und digitale Infrastruktur”) The official website is: https://www.bmvi.de • Federal Supervisory Authority for Air Navigation Services (BAF, “Bundesaufsichtsamt für Flugsicherung” – German NSA) The official website is: https://www.baf.bund.de • Federal Ministry of Defence, BMVg (MoD, “Bundesministerium der Verteidigung”) The official website is: https://www.bmvg.de • German Military Aviation Authority (LufABw, “Luftfahrtamt der Bundeswehr“) The official website is: https://www.luftfahrtamt.bundeswehr.de • Federal Office of Civil Aviation - Civil Aviation Authority (LBA, “Luftfahrt-Bundesamt”) The official website is: https://www.lba.de • Federal Ministry of the Interior, Building and Community (BMI, “Bundesministerium des Innern, für Bau und Heimat”) The official website is: https://www.bmi.bund.de • The 16 States of Germany
Detailed organisation charts showing roles and responsibilities of the Regulatory Authorities are available in Annex B.
Annual Report published: Y The regular reports of the German NSA are published on the following website: https://www.baf.bund.de/DE/BAF/Publikationen/publikationen_node.html
LSSIP Year 2019 Germany - Level 1 22 Released issue Air Navigation Service Provider(s)
DFS Deutsche Flugsicherung GmbH
Service provided
Governance: Corporatised since 01.01.1993 Ownership: 100% state-owned Services provided Y/N Comment ATC en-route Y ACC Bremen, ACC Langen ACC Munich UAC Karlsruhe UIR Hannover is performed by the EUROCONTROL Maastricht UAC (MUAC) based on an international treaty ATC approach Y All ATC approach sections are integrated in the ACCs. ATC Aerodrome(s) Y Provided for 16 international airports in Germany AIS Y CNS Y DFS is the main CNS service provider. Others are indicated in the listing below. MET N Provided by DWD (see details further below) ATCO training Y Others Additional information: Provision of services in Y Letters of Agreement with the neighbouring states Austria, Belgium, Czech Republic, other State(s): Denmark, France, Luxembourg, the Netherlands, Poland Annual Report published: Y The Annual Report of DFS is published on the following website: https://www.dfs.de/dfs_homepage/en/Press/Publications
DFS is SES certified since 30.11.2006. The official website of DFS is: https://www.dfs.de The organisational chart of DFS is available in Annex B.
Deutscher Wetterdienst DWD
Services provided
Governance: Public institution with partial Ownership: 100% public authority legal capacity under MoT Services provided Y/N Comment MET Y DWD is responsible for meeting the meteorological requirements arising from all areas of economy and society in Germany including aviation purposes Additional information: Designated in accordance with Article 9 of Regulation (EC) No 550/2004 Provision of services in N other State(s): Annual Report published: Y The Annual Report of DWD is published on the following website: https://www.dwd.de/EN/ourservices/annual_reports_dwd/annual_reports_dwd.html The Annual Report for the Aeronautical Meteorological Service at DWD is published on the following website (only in German): https://www.dwd.de/DE/fachnutzer/luftfahrt/teaser/archiv/archiv_node.html
LSSIP Year 2019 Germany - Level 1 23 Released issue DWD is SES certified since 14.03.2007. The official website of DWD is: https://www.dwd.de The organisational chart of DWD is available in Annex B.
Other ANSPs in Germany The table below shows the details for the other certified Air Navigation Services Providers providing Air Navigation Services in Germany:
Name of the ANSP Services for which it has been certified Date of Last Valid until Certificate / ATS AIS CNS MET Renewal ATC AFIS BAN 2000 GmbH N N N Y N 17.06.2014 16.06.2019 Austro Control GmbH Y N Y Y Y 18.12.2015 unlimited EUROCONTROL at the Maastricht Y N N Y N 30.04.2015 unlimited Upper Area Control Centre Rhein-Neckar Flugplatz GmbH Y N N N N 17.12.2019 unlimited Airbus Operations GmbH Y N N N N 23.02.2017 03.06.2019 DFS Aviation Services GmbH Y Y N N N 27.07.2018 unlimited DLR Gesellschaft für N N N Y N 30.08.2019 31.01.2020 Raumfahrtanwendungen (GfR) mbH European Service Provider for N N N Y N 01.03.2018 28.02.2023 Airports - ESPA GmbH
ATM/ANS Systems in use
The chapter gives a generic overview of the ATM/ANS Systems and Constituents defined in European Regulation No 2018/1139, Annex VIII, point 3 (systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems), their manufacturers and the major upgrade dates.
DFS operates different ATM/ANS systems for each of its centres and towers. The centres are located at Bremen, Langen, Munich and Karlsruhe and serve UAC, ACC and Approach services.
DFS provides Tower Services at 16 locations.
All these ATM/ANS Systems and their complex sub-systems are in a process of constant improvement. Most systems are developed in close cooperation with a variety of different manufacturing companies. For some subsystems DFS is the manufacturer itself. Anyhow, DFS system house and the respective centre and tower branches are always closely involved in the improvement processes of the DFS ATM/ANS.
Major upgrade Year EATMN System Manufacturer (Recent and Planned)
1. Systems and procedures for airspace Multiple external Vendors Planned upgrade 2018 to 2021 management. (ASM 2020+) 2020 to 2025
2. Systems and procedures for air traffic flow Multiple external Vendors Planned upgrade 2019/2025 management.
LSSIP Year 2019 Germany - Level 1 24 Released issue Major upgrade Year EATMN System Manufacturer (Recent and Planned)
3. Systems and procedures for air traffic Multiple external Vendors Major upgrade 2017 (iCAS I) services, in particular flight data processing, Planned major upgrade 2022 to surveillance data processing and human- 2024 (iCAS II) machine interface systems. 2018 to 2026 RTC
4. Communications systems and procedures Multiple external Vendors Major upgrade between 2017 to for ground-to-ground, air-to-ground and air- 2023 to-air communications.
5. Navigation systems and procedures. Multiple external Vendors Upgrade between 2018 to 2026 (VOR/DME) Upgrade between 2018 to 2030 (ILS)
6. Surveillance systems and Multiple external Vendors Planned Major upgrade 2019 to procedures. 2033
7. Systems and procedures for Multiple external Vendors Major upgrade 2019 to 2024 aeronautical information services.
8. Systems and procedures for the use of Multiple external Vendors Upgrade 2017 to 2024 meteorological information.
All dates are provisional and remain subject to alteration depending upon business and operational requirements.
LSSIP Year 2019 Germany - Level 1 25 Released issue Aerodromes
General information
Germany has a decentralised airport system. Overall, Germany’s 16 international airports account for more than 70% of all flight passengers in Germany. Among these airports, there are two hub airports, Frankfurt and Munich. Frankfurt Airport is Germany’s main hub. Based upon the total number of passengers, Frankfurt is number four in the list of European airports and number 14 worldwide (Airports Council International, 2018). Munich Airport is Germany’s second hub and number eight in the list of European airports and number 37 worldwide (Airports Council International, 2018). Düsseldorf Airport has the third largest number of passengers and is number 26 in the list of European airports (Airports Council International, 2018). The above rankings are based on the total number of passengers according to the ACI Europe Air Traffic Report 2018. For the Berlin area, all air traffic will flow in the future through the new Berlin Brandenburg Airport. The existing airports in Tegel and Schoenefeld are planned to be closed by then. The most important instrument for airport planning is the Planfeststellung (planning approval procedure), issued by the authorities of the Federal States (“Länder”). The Federal Government’s Airport Strategy (“Flughafenkonzept der Bundesregierung”, 2009) is based on a combination of hubs, large airports and a number of smaller airports distributed across the country. Airport capacity expansion focuses on the three major airports of Frankfurt, Munich and Berlin. Most aerodromes in Germany are operated by private law companies with the municipal authorities holding shares in most cases, whereas the Federal States and the government have significantly withdrawn their shares in the past.
LSSIP Year 2019 Germany - Level 1 26 Released issue Airport(s) covered by the LSSIP
Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2019 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives.
On this basis, the LSSIP for Germany reports on the following airports:
State Code Airport AOP04.1 AOP04.2 AOP05 AOP10 AOP11 AOP12 AOP13 ATC07.1 ENV01 ENV02 Berlin DE EDDB PCP PCP PCP - PCP PCP PCP PCP PCP PCP Brandenburg
DE EDDF Frankfurt Main PCP PCP PCP PCP PCP PCP PCP PCP PCP PCP
DE EDDH Hamburg - - - - nonPCP - - - nonPCP -
DE EDDK Cologne-Bonn ------nonPCP -
DE EDDL Düsseldorf PCP PCP PCP PCP PCP PCP PCP PCP PCP PCP
DE EDDM Munich PCP PCP PCP PCP PCP PCP PCP PCP PCP PCP
DE EDDN Nuremberg - - - - nonPCP - - - nonPCP -
DE EDDS Stuttgart - - - - nonPCP - - - nonPCP -
DE EDDV Hannover - - - - nonPCP - - - nonPCP -
PCP Airport is in list of airports defined in the PCP Regulation
nonPCP Airport is not in list of airports defined in the PCP Regulation
Green Completed
Blue Ongoing
Yellow Late
For more information on the largest airports in this report check their websites:
• Frankfurt Airport (EDDF); official website: https://www.fraport.com/en.html • Munich Airport (EDDM); official website: https://www.munich-airport.com • Düsseldorf Airport (EDDL); official website: https://www.dus.com/en • Berlin Brandenburg Airport (EDDB); official website: https://www.berlin-airport.de/en/index.php The ownership structure of these airports is as follows:
Airport Name Ownership Frankfurt Airport Fraport AG (December 2019) 31.31% State of Hesse 20.16% Stadtwerke Frankfurt am Main Holding GmbH 8.44% Deutsche Lufthansa AG 5.02% Lazard Asset Management LLC 35.07% Shares owned by diverse shareholders Source: https://www.fraport.com/en/our-company/investors/the-fraport- share.html#id_tab__our-company_investors_the-fraport-share_basic-data-shareholder- structure
Munich Airport Flughafen München GmbH (December 2019) 51% Free State of Bavaria 26% Federal Republic of Germany 23% City of Munich Source: https://www.munich-airport.com/company-profile-263193
LSSIP Year 2019 Germany - Level 1 27 Released issue Airport Name Ownership Düsseldorf Airport Flughafen Düsseldorf GmbH (December 2019) 50% City of Düsseldorf 50% Airport Partners GmbH 40% AviAlliance GmbH 40% Aer Rianta International cpt 20% AviC GmbH & Co. KGaA Source: https://www.dus.com/dus_en/tochterunternehmen
Berlin Brandenburg Flughafen Berlin Brandenburg GmbH (December 2019) International Airport 37% State of Berlin 37% State of Brandenburg 26% Federal Republic of Germany Source: http://www.berlin-airport.de/en/company/about-us/organisation/ownership- structure/index.php
Other airports when identified by the state in an applicability area of an Airport or Environment ATM MP L3 Objective – see Chapter 5. Implementation Objectives Progress.
LSSIP Year 2019 Germany - Level 1 28 Released issue Military Authorities
The Military Authorities involved in ATM in Germany are composed of: • German Military Aviation Authority (LufABw, “Luftfahrtamt der Bundeswehr”) • Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw, „Bundesamt für Ausrüstung, Informationstechnik und Nutzung der Bundeswehr“) • German Air Force Headquarter (GAFHQ, “Kommando Luftwaffe”) • Air Operations Command („Zentrum Luftoperationen“) • Rapid Response Forces Division („Division Schnelle Kräfte”) • Naval Air Command (“Marinefliegerkommando”) They report to the Federal Ministry of Defence, Forces Policy I 5. Details to aspects of regulation, service provision and airspace use are outlined below. An organisational chart depicting the main structure of military ATM in Germany is available in Annex B.
Regulatory role
Regulatory framework and rule making
OAT GAT OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed Y national legal provisions? by national legal provisions? Level of such legal provision: State Law: Level of such legal provision: - German Aviation Act, para 30 - State Law: German Aviation Act, para 30 - Regulation for the Bundeswehr: ZV A1-272/2-8901 - Regulation for the Bundeswehr: ZV A1-272/2-8901 - Special ATS Directives - Special ATS Directives - Regulation for the Bundeswehr: ZV A1-272/2-8910 - Regulation for the Bundeswehr: ZV A1-272/2-8910 Authority signing such legal provision: Authority signing such legal provision: - State Law (German Aviation Act, para 30): signed by the - State Law (German Aviation Act, para 30): signed by the Federal President of the Federal Republic of Germany Federal President of the Federal Republic of Germany - Regulation for the Bundeswehr (ZV A1-272/2-8901): - Regulation for the Bundeswehr (ZV A1-272/2-8901): approved by the Director LufABw approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-272/2-8905): - Regulation for the Bundeswehr (ZV A1-272/2-8905): approved by the Division Chief 3 LufABw approved by the Division Chief 3 LufABw - Regulation for the Bundeswehr (ZV A1-272/2-8910): - Regulation for the Bundeswehr (ZV A1-272/2-8910): approved by the Division Chief 3 LufABw approved by the Division Chief 3 LufABw - Regulation for the Bundeswehr (ZV A1-272/2-8921): - Regulation for the Bundeswehr (ZV A1-272/2-8921): approved by the Division Chief 3 LufABw approved by the Division Chief 3 LufABw - Special ATS Directives: signed by Division Chief 3 LufABw - Special ATS Directives: signed by the Division Chief 3 - Regulation for the Bundeswehr (ZV A1-271/1-8901): LufABw approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-271/1-8901): - Regulation for the Bundeswehr (ZV A1-271/2-8901): approved by the Director LufABw approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-271/2-8901): - Regulation for the Bundeswehr (ZV A1-271/4-8901): approved by the Director LufABw approved by the Director LufABw - Regulation for the Bundeswehr (ZV A1-271/4-8901): approved by the Director LufABw These provisions cover: These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y ATCO Training Y ATCO Training Y ATCO Licensing Y ATCO Licensing Y
LSSIP Year 2019 Germany - Level 1 29 Released issue ANSP Certification Y ANSP Certification Y ANSP Supervision Y ANSP Supervision Y Aircrew Training N ESARR applicability Y Aircrew Licensing Y Additional Information: Additional Information: German Military Regulations on the provision of ATS (for German Military Regulations on the provision of ATS (for OAT OAT and GAT) cover to the widest possible extent civil and GAT) cover to the widest possible extent civil regulations regulations (ICAO, EU, EUROCONTROL, National), but (ICAO, EU, EUROCONTROL, National), but supplement them supplement them by purely military issues, where absolutely by purely military issues, where absolutely required. required. Certification process in respect to a military QMS according to Certification process in respect to a military QMS according EU-Regulation No 550/2004 (Common requirements) for to EU-Regulation No 550/2004 (Common requirements) for military ANSP has been completed in 2014. Recertification military ANSP has been completed in 2014. Recertification process is established. process is established. Means used to inform airspace users (other than military) Means used to inform airspace users (other than military) about these provisions: about these provisions: National AIP Y National AIP Y National Military AIP Y1 National Military AIP Y1 EUROCONTROL eAIP N EUROCONTROL eAIP N Other: Y Other: Y Military Publications (FLIP) Internet Website (https://www.milais.org/)
Oversight
OAT GAT National oversight body for OAT: NSA (as per EU-Regulation No 550/2004) for GAT services provided by the military: The German NSA executes the ATS-services provided by the Bundeswehr are provided mainly for OAT and only to oversight function to civil ATS a minor extent to GAT. Based on EU-Regulation No 550/2004, Art. 7, military service providers. providers in Germany are thus not SES-certified. The LufABw has taken over the Oversight function comparable to SES-standards is executed by the LufABw for ATS responsibility as Military Aviation services (GAT and OAT) provided by the Bundeswehr. Close cooperation between Authority (MAA) and executes under this military supervisory authority and the German Civil NSA (Bundesaufsichtsamt the jurisdiction of the MoD the für Flugsicherung) is established by a military liaison office co-located with the civil oversight function to military ATS NSA. providers. Additional information: Additional information: Equivalent to the civil NSA, the LufABw Equivalent to the civil NSA, the LufABw acts as national Military Supervisory acts as national Military Supervisory Authority (MSA) Authority (MSA)
1 The German Military AIP is a Supplementary Volume to the German Aeronautical Information Publication (AIP)
LSSIP Year 2019 Germany - Level 1 30 Released issue Service Provision role
OAT GAT Services Provided: Services Provided: En-Route N DFS Deutsche Flugsicherung En-Route N GmbH (for Hannover UIR services are provided by Maastricht UAC) Approach/TMA Y Approach/TMA Y Airfield/TWR/GND Y Airfield/TWR/GND Y AIS Y AIS Y MET Y MET Y SAR Y SAR Y TSA/TRA monitoring N DFS Deutsche Flugsicherung FIS Y GmbH and selected military units (for Hannover UIR services are provided by Maastricht UAC) Other: Air Weather Services, RAFIS, Alerting Other: Air Weather Services, RAFIS, Alerting Service Service Additional Information: Services provided at military airports and Additional Information: Services provided at military in airspaces delegated to the military for approach services by airports and in airspaces delegated to the military for military ANSP. approach services by military ANSP.
Military ANSP providing GAT Y (see If YES, since: 2014 by Duration of the 4 years services SES certified? add. former AFSBw, Certificate: Informa recertification tion) progress is established Certificate issued by: LufABw If NO, is this fact reported to the EC in accordance with SES regulations Additional Information: A formal SES certification is not foreseen by the military. However, Germany will, as far as practicable, ensure that any military facilities open to public use or services provided by military personnel to the public, offer a level of safety that is at least as effective as that required by the essential requirements as defined in Regulation (EC) No 1108/2009.
User role
IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT X fly?
If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing X Within specific corridors only Within the regular (GAT) national route network X Under radar control X Within a special OAT route system X Under radar advisory service
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements X Exemption from Route Charges Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF CNS exemptions: RVSM X 8.33 X Mode S X ACAS X Others: In minor cases CNS exemptions are specified for a certain type of aircraft, or on basis of an individual exemption request (e.g. Mode S).
LSSIP Year 2019 Germany - Level 1 31 Released issue Flexible Use of Airspace (FUA)
Military in DE applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y
LSSIP Year 2019 Germany - Level 1 32 Released issue 2. Traffic and Capacity
Evolution of traffic in Germany
Germany - Annual IFR Movements
4500000 Germany - Distribution (Ref. year 2018)
4000000 Domestic International flights10% 3500000 Dep/Arr 51%
3000000
2500000
2000000 IFR flights
1500000 IFR movements - Actuals
IFR movements - Baseline forecast Overflights 1000000 39% IFR movements - High forecast 500000 IFR movements - Low forecast A = Actual 0 2015 A 2016 A 2017 A 2018 A 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F 2025 F F = Forecast
EUROCONTROL Seven-Year Forecast (Autumn 2019) IFR flights yearly growth 2016 A 2017 A 2018 A 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F 2025 F H 0.3% 3.1% 3.1% 2.6% 2.2% 2.2% 1.9% Germany B 2.1% 3.6% 4.4% 0.0% 1.6% 1.6% 1.8% 1.5% 1.6% 1.1% L -0.5% -0.3% -0.2% 0.4% 0.2% 0.4% -0.3% ECAC B 2.8% 4.0% 3.8% 1.1% 2.3% 1.9% 2.2% 1.8% 1.9% 1.4% 2019 Traffic in DFS area of responsibility increased by 0.2% in 2019 compared to 2018.
2020-2024
The EUROCONTROL Seven-Year forecast predicts an average annual increase between 0.0% and 2.5% during the planning cycle, with a baseline growth of 1.5%.
LSSIP Year 2019 Germany - Level 1 33 Released issue Bremen ACC Traffic and en-route ATFM delay 2015-2024
EDWWACC - Traffic and en-route ATFM delays
2500 1.4
1.2 2000
1.0
1500 0.8
0.6 1000 IFR Average) flights (Daily
0.4 Enroute Delay (minutes per flight) per Enroute (minutes Delay 500 0.2
0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 2185 2293 2294 2321 2273 Summer Traffic 1864 1927 1973 2013 1943 Yearly Traffic 1720 1778 1778 1831 1801 Summer Traffic Forecast 1967 1986 2009 2027 2051 High Traffic Forecast - Summer 1987 2044 2089 2128 2163 Low Traffic Forecast - Summer 1938 1925 1927 1925 1919 Summer enroute delay (all causes) 0.08 0.20 0.20 0.25 1.36 Yearly enroute delay (all causes) 0.08 0.13 0.12 0.17 0.86
Source: EUROCONTROL SEVEN-YEAR FORECAST AUTUMN 2019 (STATFOR) and EUROCONTROL NMIR for actual data
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Bremen Traffic Forecast (2019 vs 2018) Actual ACC Reference ACC All reasons Current Shortest Traffic Value Routes Capacity Routes Planned Achieved gap? Year H: 4.8% No -1.7% 0.86 0.06 B: 4.4% significant impact Summer L: 3.1% -3.5% 1.36 149 (-1.3%) 128 (-15%) Yes Summer 2019 performance assessment The average en-route delay per flight increased from 0.25 minutes per flight in summer 2018 to 1.36 minutes per flight in summer 2019. 67% of the summer delays were due to ATC capacity, 26% due to weather, 5% due to ATC staffing and 2% due to airspace management. The eNM/S19 RAD measures were the main cause of en-route ATFM delay due to the high traffic increase in the SF South. The ACC capacity baseline was assessed with ACCESS / Reverse CASA to be at 128. During the measured period, the average peak 1 hour demand was 141 and the average peak 3 hours demand was 134. Operational actions Achieved Comments Free Route Airspace: FRA Cell EDWW East Postponed Implementation planned end of 2020 From FL245, H24 (DCT routings published in RAD) Partly, installation completed, calibration ongoing. AirMagic (ATFM Tool) Yes Operational use from II/2020 Maximum configuration: 11 ENR + 6 APP + 2 feeders + 2 military Yes positions Remedial measures Achieved Comments Flexible configurations opening, according to the traffic flows Yes Post-ops tool in the development phase and AirMagic in Improved ATFCM techniques Yes the final operational validation
LSSIP Year 2019 Germany - Level 1 34 Released issue Evaluation of possible ATFM scenarios Yes Adaptation of the ATCO recruitment levels Yes Implementation of the eNM/ANSPs proposed measures Yes FABEC airspace restructuring project Yes On-going work in the context of ADCG
Planning Period 2019-2024
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. The measures for each year are those that will be implemented before the summer season.
Summer Capacity Plan 2020 2021 2022 2023 2024
Free Route Airspace in DFS Free Route Airspace AoR, H24, above FL 245 / FL285
Link AMAN Link AMAN Link AMAN EDDB – EDMM, Link AMAN Airport & TMA Network Integration EDDB – EDYY EDDB – EKDK EDGG and EDDB – EPWW and LKAA and ESMM EDUU
Cooperative Traffic Management
New airspace structure for
new airport Berlin BER
Airspace Performance Based Navigation (PBN) – Cluster Elbe-Weser
Additional new ATM Enhanced Controller System iCAS Technical AMAN for new Assistance (01/2023- airport BER Tools (CATO) 03/2023)
Training and Transition for Capacity Training for iCAS opening of (05/2021 – 12/2022) Berlin Airport
New Berlin Airport BER Significant Events (October 2020)
ILA Berlin ILA Berlin ILA Berlin
Staffing1 -8 -2 +13 +20 +8
12 ENR + 6 APP 12 ENR + 7 APP 12 ENR + 7 APP 12 ENR + 7 APP 12 ENR + 7 + 4 feeders + 2 + 4 feeders + 2 + 4 feeders + 2 + 4 feeders + 2 APP+ 4 feeders Potentially available sectors military military military military + 2 military positions positions positions positions positions
11 ENR + 6 APP 11 ENR + 6 APP 11 ENR + 6 APP 11 ENR + 7 APP 11 ENR +7 APP + 2 feeders + 2 + 2 feeders + 2 + 2 feeders + 2 + 4 feeders + 2 + 4 feeders + 2 Sectors at max. configuration military military military military military positions positions positions positions positions
Planned Annual Capacity -2.3% -3.2% 1.7% 8.9% 6.7%
LSSIP Year 2019 Germany - Level 1 35 Released issue Summer Capacity Plan
Reference profile Annual % 6% 1% 1% 1% 1% Increase
Difference Capacity Plan v. -8.1% -12.3% -12.1% -5.6% -0.7% Reference Profile
Annual Reference Value (min) 0.19 0.15 0.11 0.08 0.07 The sectors Eider East and Eider West are always combined except in case of military exercises. The sectors Berlin Departure North and South are expected to be combined until 2023. The approach sectors DBAN and HAMW will not be opened on a regular basis in the summer 2020; therefore, they are not foreseen in the graphs shown on the next page. Nevertheless, Additional information they are expected to be opened occasionally if required by traffic demand and the staffing situation permits. In addition, the graphs on the next page do not include any military positions. For these reasons, the maximum sum of sectors shown in the graphs on the next page (17) does not match with the number of sectors at max. configuration shown in this table (11 ENR + 6 APP + 2 feeders + 2 military positions = 21). 1 Staffing figures relate to the difference in number of ATCOs (FTE) at the end of one year (31 December) compared to the year before.
The charts below show the average opening of sectors planned for summer 2020, including feeders. Due to variations in traffic demand, the following charts differ between weekdays and weekends:
Sectors available - Summer 2020 - WD 20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders
Sectors available - Summer 2020 - Saturday 20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders
LSSIP Year 2019 Germany - Level 1 36 Released issue
Sectors available - Summer 2020 - Sunday 20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders
EDWWACC - Reference capacity profile and alternative scenarios 160
140
120
100
80
60
Capacity Capacity profile (movements per hour) 40
20
0 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 136 138 140 142 144 Capacity Profile - Shortest Routes (Open) 136 138 140 142 144 Capacity Profile - Current Routes 136 138 140 142 144 Capacity Profile - High 137 141 145 148 151 Capacity Profile - Low 132 132 133 134 134 Capacity Baseline 151 128 2020 - 2024 Plan 125 121 123 134 143
2020-2024 Planning Period Outlook The planned capacity for 2020 (125) is 8.1% lower than the reference capacity profile (136). A capacity gap is expected and the en-route delay per flight might exceed the 2020 EU reference value of 0.19 min/flight for Bremen ACC. Due to the implementation of projects (opening of Berlin Airport and implementation of the new ATM System iCAS) and staff shortages, the performance of the ACC will be impacted and ATFM delays may occur in the timeframe 2020-2023. The capacity gap should be resolved in 2024.
LSSIP Year 2019 Germany - Level 1 37 Released issue Langen ACC Traffic and en-route ATFM delay 2015-2024
EDGGALL - Traffic and en-route ATFM delays
5000 1.0
4500 0.9
4000 0.8
3500 0.7
3000 0.6
2500 0.5
2000 0.4 IFR Average) flights (Daily 1500 0.3 Enroute Delay (minutes per flight) per Enroute (minutes Delay 1000 0.2
500 0.1
0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 4179 4110 4279 4433 4462 Summer Traffic 3679 3689 3822 4003 4009 Yearly Traffic 3343 3361 3472 3658 3662 Summer Traffic Forecast 4067 4109 4163 4218 4263 High Traffic Forecast - Summer 4105 4232 4341 4450 4542 Low Traffic Forecast - Summer 4002 3986 3993 3984 3974 Summer enroute delay (all causes) 0.15 0.46 0.33 0.77 0.79 Yearly enroute delay (all causes) 0.14 0.30 0.22 0.49 0.55
Source: EUROCONTROL SEVEN-YEAR FORECAST AUTUMN 2019 (STATFOR) and EUROCONTROL NMIR for actual data
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Langen Traffic Forecast (2019 vs 2018) Actual ACC Reference ACC All reasons Current Shortest Traffic Value Routes Capacity Routes Planned Achieved gap? Year H: 3.1% No +0.1% 0.55 0.23 B: 2.5% significant impact Summer L: 1.1% +0.2% 0.79 245 (-2.0%) 251 (+0%) Yes Summer 2019 performance assessment The average en-route delay slightly increased from 0.77 minutes per flight in summer 2018 to 0.79 minutes per flight in summer 2019. 52% of the summer delays were due to the reason ATC capacity, 25% due to ATC staffing, 19% due to weather, and 3% due to airspace management. The ACC capacity baseline was measured with ACCESS / Reverse CASA at 251. During the measured period, the average peak 1 hour demand was 270 and the average peak 3 hours demand was 259. Operational actions Achieved Comments XMAN DUS No operational benefit identified; no positive CBA and No Link AMAN EDDL – EDYY and EDUU therefore no implementation planned XMAN FRA Further technical aspects to be addressed; planned for Q4 On-going Link AMAN EDDF – EDYY 2020. Phase 2a is planned for the end of 2020; phase 3a, for High Transition Operations (HTO) - Phases 1, 2 and 3a On-going August 2020. Langen 2.0: SF05 and SF10 Yes Night Transitions Cologne Yes Maximum configuration: 19 ENR + 9 APP + 5 feeders + 2 military Yes positions
LSSIP Year 2019 Germany - Level 1 38 Released issue Remedial measures Achieved Comments Improved ATFCM techniques Yes Continuous monitoring of the traffic evolution and realignment of Yes the traffic flows in Germany Adaptation of the ATCO recruitment levels Yes Implementation of the eNM/ANSPs proposed measures Yes FABEC airspace restructuring project Yes On-going work in the context of ADCG
Planning Period 2019-2024
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. The measures for each year are those that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
Free Route Airspace XMAN FRA Link AMAN EDDF – Link XMAN EDDF – EDYY LFEE and EBBU EMAS (Early Planned capacity Link EDGG – AMAN Airport & TMA Network Integration Morning Arrival increase at EBBR Stream - SESAR Frankfurt Airport XSTREAM) (EDDF) EDDS Direction Finder
Cooperative Traffic Management AirMagic High Transition High Transition Operations (HTO) - Operations (HTO) - Phases 1b, 2a and Phase 3b 3a
Sector Group 5 re- Langen 2.0: DUS design (EBG05neo Airspace APP KIRU)
Performance Performance Based Navigation Based Navigation (PBN) – Cluster (PBN) – Cluster Rhein-Ruhr & Rhein-Neckar Rhein-Main
Implementation PSS SF01 Additional New ATM System Technical Controller iCAS (10/2023- Assistance Tools 03/2024) (CATO): SF02 + SF04
Training and Capacity Transition for iCAS
Significant events
Staffing1 +3 +4 +1 +16 +4
20 ENR + 10 APP + 20 ENR + 10 APP + 20 ENR + 10 APP + 20 ENR + 10 APP + 20 ENR + 10 APP + Potentially available sectors 5 feeders + 2 5 feeders + 2 5 feeders + 2 5 feeders + 2 5 feeders + 2 military positions military positions military positions military positions military positions
LSSIP Year 2019 Germany - Level 1 39 Released issue Summer Capacity Plan
20 ENR + 10 APP + 20 ENR + 10 APP + 20 ENR + 10 APP + 20 ENR + 10 APP + 20 ENR + 10 APP + Sectors at max. configuration 5 feeders + 2 5 feeders + 2 5 feeders + 2 5 feeders + 2 5 feeders + 2 military positions military positions military positions military positions military positions
Planned Annual Capacity 2.4% -0.8% 0.8% 1.6% 1.1%
Reference profile Annual % 9% 1% 2% 2% 2% Increase
Difference Capacity Plan v. -5.9% -7.9% -8.9% -9.1% -9.6% Reference Profile
Annual Reference Value (min) 0.36 0.34 0.25 0.16 0.16 According to the current planning, the maximum number of opened sectors will not occur simultaneously in all sector families for an entire hour; this is why the maximum sum of sectors shown in the graphs on the next page (34) does not match with the number of sectors at max. configuration Additional information shown in this table (20 ENR + 10 APP + 5 feeders + 2 military positions = 37). 1 Staffing figures relate to the difference in number of ATCOs (FTE) at the end of one year (31 December) compared to the year before.
The charts below show the average opening of sectors planned for summer 2020, including feeders and military airspaces staffed with DFS ATCOs. Due to variations in traffic demand, the following charts differ between weekdays and weekends:
Sectors available - Summer 2020 - WD 35 30 25 20 15 10 5 0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders + Mil.
Sectors available - Summer 2020 - Saturday 35 30 25 20 15 10 5 0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders + Mil.
LSSIP Year 2019 Germany - Level 1 40 Released issue Sectors available - Summer 2020 - Sunday 35 30 25 20 15 10 5 0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders + Mil.
EDGGACC - Reference capacity profile and alternative scenarios 350
300
250
200
150
100 Capacity Capacity profile (movements per hour)
50
0 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 273 277 282 287 292 Capacity Profile - Shortest Routes (Open) 273 277 282 287 292 Capacity Profile - Current Routes 273 277 282 287 292 Capacity Profile - High 275 285 294 303 309 Capacity Profile - Low 268 268 269 270 270 Capacity Baseline 250 251 2020 - 2024 Plan 257 255 257 261 264
2020-2024 Planning Period Outlook The planned capacity for 2020 (257) is below the reference capacity profile (273). Due to the planned implementation of the new ATM system iCAS as well as staff shortages, a capacity gap is expected throughout the entire planning period.
LSSIP Year 2019 Germany - Level 1 41 Released issue Karlsruhe UAC Traffic and en-route ATFM delay 2015-2024
EDUUUAC - Traffic and en-route ATFM delays
7000 3.2 3.0 6000 2.8 2.6 2.4 5000 2.2 2.0 4000 1.8 1.6 3000 1.4 1.2 IFR Average) flights (Daily 1.0 2000
0.8 flight) per Enroute (minutes Delay 0.6 1000 0.4 0.2 0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 5710 5953 6039 6010 5818 Summer Traffic 5305 5481 5680 5563 5393 Yearly Traffic 4719 4889 5079 5100 5014 Summer Traffic Forecast 5550 5670 5789 5896 5986 High Traffic Forecast - Summer 5632 5854 6037 6194 6338 Low Traffic Forecast - Summer 5436 5452 5493 5524 5545 Summer enroute delay (all causes) 0.26 0.58 1.48 3.18 2.13 Yearly enroute delay (all causes) 0.18 0.35 0.93 2.17 1.67
Source: EUROCONTROL SEVEN-YEAR FORECAST AUTUMN 2019 (STATFOR) and EUROCONTROL NMIR for actual data Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Karlsruhe Traffic Forecast (2019 vs 2018) Actual ACC Reference ACC All reasons Current Shortest Traffic Value Routes Capacity Routes Planned Achieved gap? Year H: 4.5% -1.7% 1.67 0.26 B: 3.9% +11% Summer L: 2.1% -3.1% 2.13 279 (-7.9%) 299 (-1%) Yes Summer 2019 performance assessment The average en-route delay decreased from 3.18 minutes per flight in summer 2018 to 2.13 minutes per flight in summer 2019. 58% of the summer delays were due to ATC capacity, 19% due to weather, 15% due to staffing, and 7% due to airspace management. The ACC capacity baseline was assessed with ACCESS / Reverse CASA to be at 299. During the measured period, the average peak 1 hour demand was 329 and the average peak 3 hours demand was 311. Operational actions Achieved Comments Free Route Airspace: Cells EDUU Central/West/South (FL245+), H24 Postponed Implementation planned end of 2020 (DCT Routings published in RAD) No operational benefit identified; therefore no Link AMAN EDDL – EDUU No implementation planned Long-term recruitment plan Yes On-going recruitment as planned Maximum configuration: 24 ENR – potentially available: 43 ENR Yes 29 sectors were opened Remedial measures Achieved Comments Improved ATFCM techniques Yes Continuous monitoring of the traffic evolution and realignment of the Yes traffic flows in Germany Development of mitigation measures for the staffing issues in Yes Karlsruhe
LSSIP Year 2019 Germany - Level 1 42 Released issue Adaptation of the ATCO recruitment levels Yes Implementation of the eNM/ANSPs proposed measures Yes FABEC airspace restructuring project Yes On-going work in the context of ADCG
Planning Period 2019-2024
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. The measures for each year are those that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
Full Free Route Airspace in DFS
AoR, H24, above FL245 / FL285 Free Route Airspace Sectorless ATM Step I (Robusto) in
SF East above FL385
Link AMAN EGLL – Link AMAN LFPG – Link AMAN LSZH – EDUU EDUU EDUU Link AMAN EGWW Link AMAN EBBR – Airport & TMA Network Integration Link AMAN BER – Link AMAN EGSS – – EDUU EDUU EDUU EDUU Link AMAN EHAM – EDUU
Complexity Cooperative Traffic Management Management Tool Implementation
Airspace structure Erlangen: vertical Airspace for new Berlin split into 3 sectors Airport
Procedures Long-term recruitment plan Staffing +251 +481 +231 +371 +311
Progressive utilization of Data Link depending on the number of connected flights Technical
Training and Transition for Capacity Training for iCAS opening of Berlin Airport
Potentially available sectors 43 ENR 43 ENR 43 ENR 43 ENR 44 ENR
Sectors at max. configuration 25 ENR 26-28 ENR 28-32 ENR 34 ENR 38 ENR
Planned Annual Capacity 3.3% 9.7% 0.9% 6.7% 3.8%
Reference profile Annual % Increase 29% 2% 3% 2% 2%
Current Routes Profile % Increase 13% 3% 3% 2% 2%
Difference Capacity Plan v. -19.7% -14.0% -15.8% -11.8% -10.4% Reference Profile
Difference Capacity Plan v. Current -8.6% -2.3% -4.2% 0.0% 1.9% routes Profile
LSSIP Year 2019 Germany - Level 1 43 Released issue Summer Capacity Plan
Annual Reference Value (min) 0.45 0.44 0.32 0.20 0.18
1 Additional information Staffing figures relate to the difference in number of ATCOs (FTE) at the end of one year (31 December) compared to the year before.
The charts below show the average opening of sectors planned for summer 2020. Due to variations in traffic demand, the following charts differ between weekdays and weekends:
Sectors available - April-May 2020 - WD 30
25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors available - June-October 2020 - WD 30
25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
LSSIP Year 2019 Germany - Level 1 44 Released issue Sectors available - April-May 2020 - Saturday 30
25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors available - June-October 2020 - Saturday 30
25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors available - April-May 2020 - Sunday 30
25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
LSSIP Year 2019 Germany - Level 1 45 Released issue Sectors available - June-October 2020 - Sunday 30
25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
EDUUUAC - Reference capacity profile and alternative scenarios 500
450
400
350
300
250
200
150 Capacity Capacity profile (movements per hour)
100
50
0 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 385 394 406 414 423 Capacity Profile - Shortest Routes (Open) 390 401 412 420 429 Capacity Profile - Current Routes 338 347 357 365 372 Capacity Profile - High 392 410 425 435 446 Capacity Profile - Low 377 378 380 382 383 Capacity Baseline 303 299 2020 - 2024 Plan 309 339 342 365 379
2020-2024 Planning Period Outlook Due to the staffing situation, capacity bottlenecks and high en-route ATFM delay per flight are expected throughout the entire planning period 2020-2024. From the end of 2020 onwards, new licensed ATCOs shall allow for a gradual increase in capacity.
LSSIP Year 2019 Germany - Level 1 46 Released issue Munich ACC Traffic and en-route ATFM delay 2015-2024
EDMMACC - Traffic and en-route ATFM delays
4500 1.0
4000 0.9
0.8 3500 0.7 3000 0.6 2500 0.5 2000 0.4 IFR Average) flights (Daily 1500 0.3
1000 flight) per Enroute (minutes Delay 0.2
500 0.1
0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 3560 3724 3803 3987 4059 Summer Traffic 3204 3245 3373 3567 3610 Yearly Traffic 2923 2974 3077 3246 3293 Summer Traffic Forecast 3675 3735 3800 3850 3897 High Traffic Forecast - Summer 3721 3859 3938 4019 4091 Low Traffic Forecast - Summer 3612 3602 3611 3616 3611 Summer enroute delay (all causes) 0.08 0.08 0.08 0.45 0.15 Yearly enroute delay (all causes) 0.04 0.04 0.04 0.25 0.09
Source: EUROCONTROL SEVEN-YEAR FORECAST AUTUMN 2019 (STATFOR) and EUROCONTROL NMIR for actual data
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Munich Traffic Forecast (2019 vs 2018) Actual ACC Reference ACC All reasons Current Shortest Traffic Value Routes Capacity Routes Planned Achieved gap? Year H: 3.5% No +1.5% 0.09 0.20 B: 3.0% significant Summer L: 1.5% impact +1.2% 0.15 264 (+2%) 264 (+2%) No Summer 2019 performance assessment The average en-route delay decreased from 0.45 minutes per flight in summer 2018 to 0.15 minutes per flight in summer 2019. 85% of the delays were due to the reason weather, 14% due to ATC capacity and 1% due to ATC staffing. The ACC capacity baseline was assessed with ACCESS to be at 264. During the measured period, the average peak 1 hour demand was 251 and the average peak 3 hours demand was 236. Operational actions Achieved Comments Free Route Airspace: FRA Cell EDMM South Yes Implemented in December 2019 From FL245, H24 (DCT routings published in RAD) Link AMAN EDDM – LIPP No Planned for end of 2021 "Enlarged Sector Groups" (3 SFs) On-going Cross-training lasting until 2024 Sector Split: Tegernsee Yes Implemented in April 2019 Maximum configuration: 16 ENR + 4 APP + 2 feeders Yes
LSSIP Year 2019 Germany - Level 1 47 Released issue Planning Period 2019-2024
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. The measures for each year are those that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
Free Route Airspace
Link AMAN BER – Link AMAN EDDM
EDMM – LIPP Airport & TMA Network Independent Integration Parallel
Operations at Leipzig Airport
Cooperative Traffic Management
Sector split Bodensee Sector: Bodensee Sector: Thüringen Low Implementation in Implementation in (North and South) Zürich Munich
Airspace Performance Based Navigation
(PBN) – Cluster Isar-Donau
Procedures
new ATM System Technical iCAS (01/2022- 03/2022)
Capacity Training and Transition for iCAS
Staffing1 -8 +4 +16 -2 +8
17 ENR + 4 APP + 17 ENR + 4 APP + 17 ENR + 4 APP + 17 ENR + 4 APP + 17 ENR + 4 APP + Potentially available sectors 2 feeders 2 feeders 2 feeders 2 feeders 2 feeders
16 ENR + 4 APP + 14 ENR + 4 APP + 16 ENR + 4 APP + 16 ENR + 4 APP + 16 ENR + 4 APP + Sectors at max. configuration 2 feeders 2 feeders 2 feeders 2 feeders 2 feeders
Capacity increase p.a. % -2.7% -3.5% 5.2% 2.7% 3.0%
Reference profile p.a. % 0% 0% 0% 0% 0%
Difference Capacity Plan v. -2.7% -6.1% -1.1% 1.1% 3.8% Reference Profile
Annual Reference Value (min) 0.19 0.19 0.16 0.14 0.13
An additional feeder, Thüringen Low (for Leipzig airport), is exclusively staffed at night; for this reason, it is not counted in this table. According to the current planning, the maximum number of opened sectors will not occur simultaneously in all sector families for an entire hour; this is why the maximum sum of sectors Additional information shown in the graphs on the next page (20) does not match with the number of sectors at max. configuration shown in this table (16 ENR + 4 APP + 2 feeders = 22). 1 Staffing figures relate to the difference in number of ATCOs (FTE) at the end of one year (31 December) compared to the year before.
LSSIP Year 2019 Germany - Level 1 48 Released issue The charts below show the average opening of sectors planned for summer 2020, including feeders. Due to variations in traffic demand, the following charts differ between weekdays and weekends:
Sectors available - Summer 2020 - WD 25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders
Sectors available - Summer 2020 - Saturday 25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders
Sectors available - Summer 2020 - Sunday 25
20
15
10
5
0 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Sectors Feeders
LSSIP Year 2019 Germany - Level 1 49 Released issue EDMMACC - Reference capacity profile and alternative scenarios 280
270
260
250
240
230
Capacity Capacity profile (movements per hour) 220
210
200 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 264 264 264 265 266 Capacity Profile - Shortest Routes (Open) 264 264 264 265 266 Capacity Profile - Current Routes 264 265 266 267 268 Capacity Profile - High 264 265 267 269 272 Capacity Profile - Low 264 264 264 264 264 Capacity Baseline 259 264 2020 - 2024 Plan 257 248 261 268 276
2020 – 2024 Planning Period Outlook Due to staff shortages, a capacity gap is expected until 2022. This shall be resolved from 2023 onwards.
LSSIP Year 2019 Germany - Level 1 50 Released issue 3. Implementation Projects
The National Projects listed here are selected according to the specifications for top five capex projects defined in EUROCONTROL Specification for Economic Information Disclosure, Edition 3.0, Page 71. Table B.4: Top five capex projects in year N This table shall be used to disclose the top five (in monetary terms) capital expenditure (capex) projects incurred and capitalised during the reporting year N. The project can be fully completed at the end of year N (i.e. entered in operation and possibly leading to a depreciation cost) or it can still be on-going over the next year(s). National projects
Name of project: Organisation(s): Schedule: Status: Links: iCAS (iTEC Center Automation DFS (DE) 2006-2024 iCAS is the latest ATS system under development by the DFS, L3: AOM21.2, ATC12.1, ATC15.1, System) (-) which replaces ATS systems P1/ATCAS and P2. iCAS system is ATC15.2, ATC17, ITY-AGDL, ITY-FMTP build for use in control centres of Lower and Upper Airspace DP: DP 1.1.1 over Germany. iCAS Program is aimed at the development, DP 1.1.2 deployment and commissioning of this uniform ATS System DP 3.1.1 iCAS for operational use at all DFS Air Traffic Control Centres. DP 3.1.2 The ongoing iCAS Phase II aims at the commissioning of iCAS in DP 3.1.3 control centres of Lower Airspace in Munich (2020-2021), DP 3.1.4 Bremen (2021-2022) and Langen (2022-2023). DP 3.2.1 RP2 PP: AF 1.1 AMAN extended to En- Route Airspace AF 3.1 Airspace Management and Advanced Flexible Use of Airspace AF 3.2 Free Route
LSSIP Year 2019 Germany - Level 1 51 Released issue Name of project: Organisation(s): Schedule: Status: Links: RASUM 8.33 (Radio Site DFS (DE) 2007-2021 The purposes of the DFS project RASUM 8.33 are L3: ITY-AGVCS2 Upgrade and Modernisation) - to fulfil the requirements of the European Commission Regulation 1079/2012 and - to realize major construction and infrastructure measures in connection with a programme to obtain additional real property for existing as well as for new radio sites. The Radio Site Upgrade and Modernisation project is ongoing. Frequency conversion will be completed until the end of 2020. S-ATM Robusto DFS (DE) 2019 - 2025 With S-ATM Robusto, the first stage of a sectorless air traffic L3: AOM19.1, AOM19.2, AOM19.3, management system will be implemented in the airspace AOM19.4, AOM21.2 above FL385 at the Karlsruhe UAC site. DP: DP 3.1.1 S-ATM leads to a paradigm shift: from spatial controller DP 3.1.2 responsibility to air traffic control-centered responsibility with DP 3.1.3 the goal of DP 3.1.4 - Increasing controller productivity by increasing the time spent DP 3.2.1 in the airspace and continuous utilization of the controllers - More flexible personnel allocation RP2 PP: AF 3.1 Airspace Management and The implementation will be carried out in two stages and is Advanced Flexible Use of Airspace based on the adaptation/modification of the current AF 3.2 Free Route procedures, processes and technical infrastructure. Changes to the existing system technology and the wide-area communications infrastructure should be kept to a minimum wherever possible. New construction of logistics DFS (DE) 2019 - 2021 The construction of the new logistics centre on the DFS - centre Campus is due to age-related requirements. The existing building will be removed in 2019. The new building will be constructed on the same site. The logistics centre is scheduled to move in at the beginning of 2021. Intercom System (GS_2) DFS (DE) 2018 - 2021 Nationwide renewal of the digital intercom system. The - intercom system is mainly used for direct communication between tower controllers and approach controllers (centre locations in lower airspace) and with external partners such as apron control or regional airports.
LSSIP Year 2019 Germany - Level 1 52 Released issue FAB projects
There are two main FABEC projects ongoing: • XMAN (Extended Arrival Manager) and • FRA (Free Route Airspace)
The tables below detail for each ongoing main FABEC project: • which FABEC ANSPs and military partners are participating; • a description, the scope and objectives; • the schedule and implementation planning; • the status end 2019; • the link to the ATM Master Plan Level 3 (formerly ESSIP), if any and • the expected performance contribution to the SES Key Performance Areas Capacity, Safety, Environment and Cost-Efficiency.
Project Name: Extended Arrival Management Project Code: XMAN Organisation(s) skeyes (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH) and in direct coordination with NATS. Description/Scope/Objectives
The XMAN project (Cross-Border Arrival Management, also referred to as Extended Arrival Management E-AMAN) aims at improving and optimising arrival management operations for major airports. To achieve this the project develops and implements a harmonised approach to arrival management in the core area of Europe. This is a project at FAB level because it has to rely on cross-centre and cross-border processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major five airports/TMAs (Munich, Amsterdam, Paris-CDG, Frankfurt, London-Heathrow) as well as for other selected intermediate airports within FABEC and FAB UK/IRL as defined by the Commission Implementing Regulation (EU) No 716/2014 (Zurich, Dusseldorf, Brussels, Berlin, Paris-Orly, Nice, London-Stansted, London-Gatwick, Manchester, Dublin). Additionally, airports outside these two FABs, e.g. Copenhagen and Italian airports, coordinate their plans through this XMAN project. One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach at least 180 NM in line with the PCP or CP1 (under consultation), depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, consequently, most of the FABEC control centres will be affected by extended AMAN operations and some feed several arrival streams for different airports/TMAs simultaneously.
LSSIP Year 2019 Germany - Level 1 53 Released issue Schedule/Implementation planning The XMAN project envisaged three development and implementation steps: Basic – Advanced – Optimized. In December 2018 the project team decided to skip the Optimized Step and to incorporate the envisaged features of the Optimized Step into the Advanced Step. The planning is now as follows: 1. Basic Step - From 2012 to 2024 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by skeyes, DFS, DSNA, LVNL, MUAC and skyguide. 2. Advanced Step - From 2013 to 2024 The Advanced Step takes into account validated SESAR results in order to improve the en-route part of cross-centre arrival management in the overall FABEC airspace. This step requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. Additional planning information related to departures and airborne flights will be provided by Airport-CDM and Network Management. This step has an impact on all FABEC ACCs. This step will also take into account further validated SESAR results produced under SESAR2020 PJ25 which finished in December 2019 and will optimise the cooperation between arrival management and Airport-CDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed. Status
The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports. The implementation phase of the Basic Step will continue until 2024. The Milestone 4 of the Advanced Step of the XMAN project was reached on 29 March 2019. First prototype of the XMAN Portal (main feature of the Advanced Step of the XMAN project) was developed by MUAC and was used during the SESAR2020 PJ25 Demonstration. Initial implementations at MUAC, Reims UAC and Karlsruhe UAC in SESAR VLD were completed. The implementation phase of the Advanced Step will also continue until 2024. Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references ATM Master Plan Level 3 (formerly ESSIP): ATC07.1, ATC15.1 OI Steps: TS-0102, TS-0305 Other References: PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2019: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function
LSSIP Year 2019 Germany - Level 1 54 Released issue Expected Performance Contribution (specific to the participating organisation(s)) Capacity Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload in APP and ACC: no significant effect. Increased controller workload in UAC: effect depending on the number of airports to be serviced. Safety Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect. Environment Reduction of: (including flight • Track miles and holdings: small to medium positive effect; efficiency) • Fuel burn: large positive effect; • CO2/NOx emissions: large positive effect. Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs. Cooperation Activities Collaboration with FAB UK/IRL is included. Collaboration with other surrounding FABs is ongoing.
LSSIP Year 2019 Germany - Level 1 55 Released issue Project Name: Free Route Airspace Project Code: FRA Organisation(s) skeyes (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH), Mil. Authority (BE), Mil. Authority (DE), Mil. Authority (FR), Mil. Authority (NL)), Mil. Authority (CH) Description/Scope/Objectives The Free Route Airspace (FRA) Programme aims at developing and implementing a Free Route Airspace FABEC wide. The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace. The FRA Programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement various iterations of Free Route Airspace. Schedule/Implementation planning The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (A-FUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2. In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by 2022. In 2016, the project was organised into two work streams 1. National and cross-border Direct Routes (DCT) including Long Range Direct Routings; 2. Free Routing. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level. In December 2017 the Project Management Plan version 4.0 has been approved. The project is now further supporting and monitoring the direct routing implementations and full FRA implementations. In the proposed PCP review (also referred to as CP1) the deployment target date has been set as: • Initial FRA implementation as from 1 January 2022. • National final implementation, including cross-border FRA among neighbouring States and FRA connectivity with TMAs as from 1 January 2025.
LSSIP Year 2019 Germany - Level 1 56 Released issue Status
The project work on Direct Routings and Free Route is in a rolling MS4 status with a yearly update of the implementation report and implementation plan.
In line with the new final target date of the PCP review/CP1 the FABEC project will continue until 2024. DSNA and Skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years in preparation of Full FRA. DSNA has reviewed its FRA implementation calendar as follows: • Dec 2021: H24 FRA FL195+ North West 1 (LFRR Atlantic part), South West (LFBB) with the current system and Center (a portion of LFFF). • Winter 2022- 2023: H24 FRA FL195+ North West 2 (LFRR Central) • Winter 2023-2024: H24 FRA FL195+ North West “ (LFRR East and a portion of LFFF beneath) + South East ( LFMM) + North East (Reims and a portion of LFFF beneath)
Skyguide plans H24 FRA FL195+ on 2 December 2021. On the 1st of March 2018, DFS has implemented Full FRA H24 in EDDU North airspace above FL 285 and EDDU East Airspace above FL 315 and Full FRA Night above FL245 in all the DFS airspace. DFS plans H24 FRA FL245+ by December 2021.
On 5 December 2019 MUAC has successfully implemented H24 FRA. Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references ATM Master Plan Level 3 (formerly ESSIP): AOM21.1, AOM21.2 OI Steps: AOM-0401, AOM-0402, AOM-0500, AOM-0501, AOM-0505, AOM-0506, CM-0102-A Other References: PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2018: - Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) - Family 3.2.3: Implement Published Direct Routings (DCTs) - Family 3.2.4: Implement Free Route Airspace
LSSIP Year 2019 Germany - Level 1 57 Released issue Expected Performance Contribution (specific to the participating organisation(s)) Capacity Capacity benefits could be foreseen since reduced average transit times may result in an increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However, it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence the overall impact of FRA on sector capacity cannot be determined without RTS simulations. Safety No direct impact but existing problem areas might get more complex and if new choke points appear, they potentially impact safety. Environment FRA allows airspace users to fly more direct trajectories, thus potentially reducing flight distance flown, with consequent savings in fuel and direct and strategic (including flight operating costs. There environmental benefits from savings in CO2-emissions might not be as significant in the core area as in the peripheral areas. efficiency) Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs. Cooperation Activities -
LSSIP Year 2019 Germany - Level 1 58 Released issue U-Space demonstration projects
The following table provides an overview of the U-Space demonstration projects currently completed, ongoing and planned to take place in Germany.
Start End Funding Project ID Title Status Countries Leaders Description Services Date Date Sources CLASS CLASS Ongoing 01-06- 31-05- Belgium, The CLASS (Clear Air Situation for UAS) H2020-SESAR- 2017 2019 France, project will merge existing 2016-1 Germany, technologies to build the core Norway, functions of an Unmanned Traffic United Management System (UTMS). This Kingdom research increases the maturity level of the main technologies required for surveillance of UAS traffic. CORUS CORUS Ongoing 01-09- 31-08- Belgium, The CORUS (Concept of Operations for H2020-SESAR- 2017 2019 France, EuRopean UTM Systems) project will 2016-1 Germany, develop a reference Concept of Italy, Spain, Operations (CONOPS) for UTM (UAS United Traffic Management) in VLL airspace in Kingdom Europe. AIRPA AIRPASS Ongoing 31-10- 31-10- Germany, The AIRPASS (Advanced Integrated H2020-SESAR- 2017 2019 Italy, RPAS Avionics Safety Suite) project will 2016-1 Netherlands, identify the available CNS Sweden infrastructure and on-board technologies to formulate an implementation approach. Based on this an on-board system concept will be developed and evaluated.
LSSIP Year 2019 Germany - Level 1 59 Released issue Start End Funding Project ID Title Status Countries Leaders Description Services Date Date Sources IMPET IMPETUS Ongoing 01-10- 30-09- Germany, The IMPETUS (Information H2020-SESAR- 2017 2019 Slovenia, Management Portal to Enable the 2016-1 Spain, United inTegration of Unmanned Systems) Kingdom project will develop a cloud-based server-less environment to ensure data quality, integrity, and flexibility to facilitate the integration with manned traffic management systems. DroC2 DroC2om Ongoing 01-09- 31-08- Denmark, The DroC2om (Drone Critical H2020-SESAR- 2017 2019 France, Communications) project will design a 2016-1 Germany cellular-satellite system architecture concept, which ensures reliable and safe operation for remote controlled, semi-autonomous and fully autonomous small UAS. VISIO VISION Ongoing 01-01- 31-12- Germany FlyXdrive Support search & rescue organisations DE MoT 2018 2020 in implementation of UAS operations. U:CON U:CON Completed 01-01- 31-12- Germany DFS and Several use cases. Company own 2018 2019 Telekom funded FALKE FALKE Ongoing 01-11- 31-12- Germany Helmut- DDS + C-AUS tests at Hamburg airport DE MoT 2019 2022 Schmidt University
LSSIP Year 2019 Germany - Level 1 60 Released issue 4. Cooperation activities
FAB Co-ordination
FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland. The FABEC Feasibility Phase (2006-2008) led to the conclusion that FABEC is feasible. The Implementation Phase (2008-2013) demonstrated that the FABEC structure was compliant with SES regulations. After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June 2013. FABEC intends to provide capacity, solve bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe.
Multinational cooperation initiatives
SESAR As part of Single European Sky, SESAR (Single European Sky ATM Research) represents its technological dimension. This key international programme is aimed at achieving the modernisation of the European ATM network by: • Coordinating and concentrating all relevant research and innovation (R&I) activities under the auspices of the SESAR Joint Undertaking • Coordinating deployment activities by the SESAR Deployment Manager. SESAR will give Europe a high-performance ATC infrastructure, one that will enable the safe and environmentally friendly development of air transport. SESAR can also be regarded as the standard-setting instrument for the common future European ATM network. The Definition phase of SESAR delivered the first ATM master plan and was finalised in 2008. The Development phase (started 2008) led by the SJU will design the required new generation of technological systems, components and operational procedures according to the ATM Master Plan and Work Programme. Finally, the Deployment phase (started 2014) will yield the large-scale production and implementation of the new ATM infrastructure guaranteeing high performance air transport in Europe. Since the inception of the programme, DFS has been a steady contributor and member of the SESAR Joint Undertaking (SJU), which was created under Article 171 of the Treaty establishing the European Community. In addition to the contribution to a broad spectrum of R&I work packages in SESAR, DFS led the work package B called “Target Concept and Architecture Maintenance” in SESAR 1 (2009 – 2016). In SESAR 2020 Wave 1 (2016 – 2019) DFS was coordinating the biggest R&I project, PJ10 dealing with Separation Management in en-route, TMA as well as Controller Tools. This work and the leading role of DFS will be continued in SESAR 2020 Wave 2 (2019 – 2022). German military experts have been involved in certain Work Packages with military relevancy. The scope of the “Target Concept and Architecture Maintenance Work Package” covered the maintenance and refinement of the high-level ATM. It defined and ensured the consistency of an ATM service-oriented architecture. Work package B also included the execution of a performance analysis of the ATM solutions throughout SESAR development phase. The project “Separation Management En-Route and TMA” (PJ10) aims at delivering a variety of SESAR Solutions. Among the most promising in terms of performance improvement are “High Productivity Controller Team Organisation”, “Flight Centred ATC” in en-route environment and “Advanced Separation Management” integrating additional information like ATC and Aircraft intent. In Wave 2, the project will also focus on the delegation of airspace amongst air traffic service units in a virtual centre environment.
LSSIP Year 2019 Germany - Level 1 61 Released issue A6 Alliance The A6 Alliance was founded in 2011 by six ANSP members of the SESAR JU – DFS (Germany), DSNA (France), AENA (Spain) renamed later to ENAIRE, ENAV (Italy), NATS (UK) and NORACON – a consortium of Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), LFV (Sweden) and Naviair (Denmark). In 2015 PANSA became a full member of the A6 Alliance. At the same time the COOPANS consortium replaced NORACON in all A6 activities and the B4 Consortium joined A6 in the area of SESAR 2020. The A6 Alliance has also concluded a collaboration agreement with Skyguide in relation to SESAR 2020 R&D activities, as well as with ROMATSA and HungaroControl in relation to SESAR Deployment Manager. The A6 Alliance plays a significant role in Research & Development through active participation in the SESAR Programme. The A6+ partners participate in 68 of the 80 ATM-solution projects, leading 30 of them. Furthermore, the A6+ partners hold an active role in transversal activities including the Masterplan and in Very Large Scale Demonstrations. Since the launch of SESAR 1, members of the A6 Alliance have achieved significant results together with other SJU partners (development of 63 successfully completed SESAR solutions). The members of the A6 Alliance control more than 80% of EU air traffic. They are responsible for more than 70% of the investment in the future air traffic management infrastructure. Areas of DFS involvement in 2019: a) Preparation of positions regarding operational/technical, policy and legal regulations proposals prepared or led by the EU institutions/bodies together with other partners (Airspace Architecture Study, Wise Persons Group, RP3, CEF funding, PCP Review, etc.); b) Participation in the SESAR Joint Undertaking (mainly focusing on a successful closing of Wave 1 and preparing the call for Wave 2 of SESAR 2020 Programme), SESAR Deployment Manager and initiatives/projects financed by INEA (SWIM, DLS, etc.); c) A6 activities: develop proposals for improvement of the ATM system in Europe and drive their implementation (e.g. SESAR Digital Backbone).
Deployment Manager In December 2014, the European Commission has tasked the SESAR (Single European Sky ATM Research) Deployment Alliance, a cross industry partnership made up of the four airline groups (A4), operators of 25 airports and 13 air navigation service providers including DFS, to plan and coordinate SESAR deployment. It has been appointed to the European Commission-mandated role of SESAR Deployment Manager (SDM). The SDM ensures that new technologies and solutions that have already been tested and validated through the SESAR Joint Undertaking are delivered into everyday operations across Europe, delivering significant benefits to airspace users and the environment. The SESAR Deployment Alliance, comprised of the A6 Alliance of ANSPs, the A4 airlines and the SESAR-related Deployment Airport Operators Group (SDAG), will coordinate and synchronise for an initial 6-year period the deployment activities related to the Pilot Common Project (PCP Regulation (EU) No 716/2014). The PCP represents the first set of SESAR deployment activities mandated by an EU Implementing Rule. Currently, the SDM is coordinating/ managing 349 Implementing Projects of 94 partners and a total EU funding of € 1.35 bn.
iTEC European iTEC (Interoperability Through European Collaboration) Alliance Following the successful co-operation started in 2007 between DFS, ENAIRE and NATS with INDRA as technological partner, the activities for defining, developing and implementing the iTEC product have continued. Over the years the alliance grew with the further incorporation of LVNL (2011), AVINOR (2016), Oro Navigacija (2017) and PANSA (2017). iTEC Alliance provides a platform for synergies and thus cost reductions, helping to realise the vision of a Single European Sky (SES) with greater efficiencies and service standards for Europe’s airspace users. The goal of the collaboration is to develop a high-end air traffic management system for busy and complex airspace that meets the Single European Sky ATM Research requirements and enables significant steps towards its productivity. The members of the iTEC alliance can benefit from sharing of best practices, reduced operational expenditures by sharing
LSSIP Year 2019 Germany - Level 1 62 Released issue development costs and knowledge of risks as well as from enabling accelerated deployment of enhanced systems and future operational concepts. The main efforts have been devoted to jointly define the FDP and CWP components for iTEC as a common product that became the core of the ATM system iCAS of DFS. iCAS is the trajectory based system which delivers enhanced ATC tools to controllers. DFS has replaced its ATS-system VAFORIT with iCAS I in UAC Karlsruhe in December 2017 and will replace its current ATS system P1/ATCAS in all ACCs/TMAs with iCAS II in the coming years. See also Chapter 3.1 for more details. http://www.itec.aero/
Free Route Airspace The FRA programme aims at developing and implementing a Free Route Airspace FABEC wide. This is in line with the requirements of the Commission Implementing Regulation (EU) No 716/2014 Pilot Common Project (PCP) with a target date of 2021. The objective of the FRA implementation is to give airspace users the opportunity to improve the horizontal flight efficiency through defined volumes of Free Route Airspace. After the implementation of national and cross border DCTs in 2017, Initial Free Routing has been successfully introduced in Germany in 2018. See also Chapter 3.2 for more details.
XMAN Extended Arrival Management The FABEC XMAN/AMAN (Cross-centre arrival management) project is a multi-stakeholder project, conducted by FABEC and FAB UK/IRL (skeyes, DFS, DSNA, MUAC, LVNL, NATS and skyguide) to ensure a harmonized and coordinated implementation of Extended Arrival Management Operations in accordance with PCP Implementing Rule 716/2014 and the Deployment Programme of the SESAR Deployment Manager.
The FABEC XMAN/AMAN project aims for the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of adjacent en-route control centers up to about 200 NM including economical Top of Descent (ToD) around the PCP-airports – or even beyond – depending on the operational environment and the needs of the stakeholders.
Source: FABEC + FAB UK-Ireland
LSSIP Year 2019 Germany - Level 1 63 Released issue 5. Implementation Objectives Progress
State View: Overall Objective Implementation Progress
In chapter 5.4, the ANSP (DFS) points to a possible double reporting in the LSSIP and SESAR Deployment Programme Reporting, as well as in the area of NETSYS Reporting (not part of the LSSIP) where the Network Management Function is collecting information. However, all of these reporting lines differ in their scope and purpose. Despite the efforts of EUROCONTROL, which we highly appreciate, Germany continues to support measures at European level to find a solution between the parties concerned in order to eliminate any relevant double reporting. ESSIP objectives, as level 3 of the ATM Master Plan, are developed in the respective work packages of the SESAR Joint Undertaking in close coordination with the stakeholders. In the case of objectives related to PCP regulation (No 716/2014) detailed synchronisation timelines for the different stakeholder lines of actions are defined by the SESAR Deployment Manager and their consultation arrangements. Where applicable the full operational capability dates for the objectives are derived from the respective European regulations and Provisional Council decisions. Stakeholder commitment for the implementation is achieved via consultation arrangement within the SESAR Joint Undertaking, SESAR Deployment Manager and EUROCONTROL. In this LSSIP cycle six new objectives have been introduced: All of them have a “Local” scope, i.e. without a predefined Applicability Area and Full Operational Capability (FOC) date. They are subject to local business decisions by any stakeholder concerned. Six objectives have been substantially modified for better consistency with the PBN IR and PCP/DP. For Germany the large majority of ESSIP objectives, with a network or local effect, are either completed or planned within schedule as shown in the table below. In detail, 21 out of 58 (43 active, 10 local, 5 ICAO GANP ASBU-related objectives) reported objectives are completed. In addition, there are another 14 objectives in an ongoing status and four have a planned status.
Progress distribution for applicable Implementation Objectives
The implementation of AOM and ATC objectives by the German ATM stakeholders has continued steadily. The implementation of airport related objectives is well advanced. The implementation of A-SMGCS Level 1 has been achieved in 2018. The implementation of A-SMGCS Runway Monitoring and Conflict Alerting (RMCA) is completed for Munich and Düsseldorf Airport and is well progressed and planned to be finalised at Frankfurt Airport until the end of 2020.
LSSIP Year 2019 Germany - Level 1 64 Released issue With regard to Time Based Separation studies are ongoing at Frankfurt Airport and the implementation of Initial Airport Operations Plan is ongoing as well at all relevant airports. The AOP objectives for Berlin Brandenburg Airport (EDDB) will be applicable only after the opening of the airport. For the Flow and Capacity Management objectives the implementation of tactical flow management services and collaborative flight planning are completed. The objectives concerning Short Term ATFCM Measures (Phase 2), Interactive rolling Network Operations Plan and Traffic Complexity Assessment are planned or ongoing within the timeframe of the respective objectives. For the objective relating to Extended Flight Plan with a target date of 2021 planning has not begun. The implementation of AMHS is completed, while the implementation of Voice over Internet Protocol (VoIP) in ATM shows delays in relation to the timeframe of the objective. Voice Communication System to support VoIP inter-centre telephony is available at the ACCs Langen, Munich and Bremen since the end of 2017. DFS has deployed an IP based (ED137 compliant) last resort radio system at all ACCs until mid 2018. Other ACCs and DFS Towers it will be equipped with VoIP capable VCSs in the course of the regular update cycle until 2024. Migration to NewPENS is progressing and is planned to be finished within the timeframe of the objective. Due to the fact that a German eTOD policy is still under development no planning actions by stakeholders have started. Nevertheless, the supply of electronic Terrain and Obstacle Data is considered in the national projects in relation to the ADQ implementing regulation. Compared to 2018 the picture for the implementation of the Interoperability objectives has changed. Air Ground Data Link services are implemented in Germany. The objective regarding Aircraft Identification and the objective regarding Surveillance Performance and Interoperability are late now. For Aircraft Identification DFS has declared the airspace FL100 and above as Mode S airspace. However, in many regions Mode S coverage is ensured even below FL100, sometimes down to ground. For SPI NSA and DFS have completed their SLoAs. Most of the military aircraft are equipped with Mode-S Elementary Surveillance. An exemption regulation is agreed with the German NSA. Most of the military transport-type State aircraft are equipped with ADS-B. Military transport-type State aircraft A400M is not yet equipped but will be upgraded until 2026. The implementation of Ground-Ground Automated Co-ordination Processes and Flight Message Transfer Protocol is completed for the civil ANSP but late for the military part with target date in 2022. The target date for the objective concerning Air-Ground Voice Channel Spacing requirements below FL195 is in 2022. For the objective concerning Aeronautical Data Quality various actions to improve the already high level of data quality in Germany are ongoing. Due to the late availability of means of compliance and software solutions in support of the ADQ Implementing Rule, Germany, like other SES states, has difficulties to comply with the dates set in the regulation. Respective information has been published in the German AIP. The objectives for implementation of RNAV 1, RNP 1 in TMA operations and RNP Approach Procedures to instrument RWY are well advanced and planned to be finished within the timeframe of the objectives. All Safety Management related objectives and all Environment objectives are reported as completed.
LSSIP Year 2019 Germany - Level 1 65 Released issue Objective Progress per SESAR Key Feature
The Implementation objectives progress charts per Key Feature below show progress only for Implementation Objectives applicable to the State/airport and which are not local objectives. Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex C: Implementation Objectives’ links with SESAR, ICAO and DP.
Legend:
## % = Expected completion / % Progress
= Implementation Objective timeline (different colour per KF) 100% = Objective completed = Completion beyond Implementation Objective timeline
Optimised ATM Network Services
<16 16 17 18 19 20 21 22 23 24 25 >26
AOM13.1 Harmonise Operational Air Traffic (OAT) and 100 %
General Air Traffic (GAT) Handling
AOM19.1 ASM Support Tools to Support Advanced FUA 100 %
(AFUA)
AOM19.2 ASM Management of Real-Time Airspace Data 30 %
AOM19.3 Full Rolling ASM/ATFCM Process and ASM 25 %
Information Sharing
AOM19.4 Management of Pre-defined Airspace 40 %
Configurations
FCM01 Implement enhanced tactical flow 100 %
management services
FCM03 Collaborative Flight Planning 100 %
FCM04.2 Short Term ATFCM Measures (STAM) - Phase 0 %
2
FCM05 Interactive Rolling NOP 0 %
FCM06 Traffic Complexity Assessment 50 %
LSSIP Year 2019 Germany - Level 1 66 Released issue Advanced Air Traffic Services
<16 16 17 18 19 20 21 22 23 24 25 >26
AOM21.1 Direct Routing 100 %
AOM21.2 Free Route Airspace 40 %
ATC02.2 Implement ground based safety nets - Short 100 %
Term Conflict Alert (STCA) - level 2 for en-
route operations
ATC02.8 Ground-Based Safety Nets 100 %
ATC02.9 Short Term Conflict Alert (STCA) for TMAs 100 %
ATC07.1 AMAN Tools and Procedures
EDDB - Berlin - Brandenburg International Airport
EDDF - Frankfurt Airport 100 %
EDDL - Düsseldorf Airport 100 %
EDDM - München Airport 100 %
ATC12.1 Automated Support for Conflict Detection, 100 %
Resolution Support Information and
Conformance Monitoring
ATC15.1 Information Exchange with En-route in 94 %
Support of AMAN
ATC15.2 Arrival Management Extended to En-route 100 %
Airspace
ATC16 Implement ACAS II compliant with TCAS II 100 %
change 7.1
ATC17 Electronic Dialogue as Automated Assistance 91 %
to Controller during Coordination and
Transfer
ENV01 Continuous Descent Operations (CDO)
EDDF - Frankfurt Airport 82 %
EDDH - Hamburg Airport 82 %
EDDK - Cologne - Bonn Airport 82 %
EDDL - Düsseldorf Airport 78 %
EDDM - München Airport 82 %
EDDN - Nuremberg Airport 78 %
EDDS - Stuttgart Airport 77 %
EDDV - Hannover Airport 82 %
LSSIP Year 2019 Germany - Level 1 67 Released issue ITY-COTR Implementation of ground-ground automated 91 %
co-ordination processes
NAV03.1 RNAV 1 in TMA Operations 55
%
NAV03.2 RNP 1 in TMA Operations 46
%
NAV10 RNP Approach Procedures to instrument RWY 55 %
NAV12 ATS IFR Routes for Rotorcraft Operations 0
%
High Performing Airport Operations
<16 16 17 18 19 20 21 22 23 24 25 >26
AOP04.1 Advanced Surface Movement Guidance and
Control System A-SMGCS Surveillance (former Level 1)
EDDB - Berlin - Brandenburg International 0 %
Airport
EDDF - Frankfurt Airport 100 %
EDDL - Düsseldorf Airport 100 %
EDDM - München Airport 100 %
AOP04.2 Advanced Surface Movement Guidance and
Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2)
EDDB - Berlin - Brandenburg International 0 %
Airport
EDDF - Frankfurt Airport 50 %
EDDL - Düsseldorf Airport 100 %
EDDM - München Airport 100 %
AOP05 Airport Collaborative Decision Making (A-
CDM)
EDDB - Berlin - Brandenburg International 0 %
Airport
EDDF - Frankfurt Airport 100 %
EDDL - Düsseldorf Airport 100 %
EDDM - München Airport 100 %
LSSIP Year 2019 Germany - Level 1 68 Released issue AOP10 Time-Based Separation
EDDF - Frankfurt Airport 6 %
EDDL - Düsseldorf Airport
EDDM - München Airport
AOP11 Initial Airport Operations Plan
EDDB - Berlin - Brandenburg International 0 %
Airport
EDDF - Frankfurt Airport 34 %
EDDH - Hamburg Airport 28 %
EDDL - Düsseldorf Airport 43 %
EDDM - München Airport 48 %
EDDN - Nuremberg Airport 100 %
EDDS - Stuttgart Airport 30 %
EDDV - Hannover Airport 43 %
AOP12 Improve Runway and Airfield Safety with
Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)
EDDB - Berlin - Brandenburg International 0 %
Airport
EDDF - Frankfurt Airport 28 %
EDDL - Düsseldorf Airport 25 %
EDDM - München Airport 25 %
AOP13 Automated Assistance to Controller for
Surface Movement Planning and Routing
EDDB - Berlin - Brandenburg International 0 %
Airport
EDDF - Frankfurt Airport 0 %
EDDL - Düsseldorf Airport 0 %
EDDM - München Airport 0 %
SAF11 Improve Runway Safety by Preventing 100 %
Runway Excursions
LSSIP Year 2019 Germany - Level 1 69 Released issue Enabling Aviation Infrastructure
<16 16 17 18 19 20 21 22 23 24 25 >26
COM10 Migrate from AFTN to AMHS 100 %
COM11.1 Voice over Internet Protocol (VoIP) in En- 20 %
Route
COM11.2 Voice over Internet Protocol (VoIP) in 20 %
Airport/Terminal
COM12 New Pan-European Network Service 58 %
(NewPENS)
FCM08 Extended Flight Plan 5 %
INF07 Electronic Terrain and Obstacle Data (eTOD) 1 %
INF08.1 Information Exchanges using the SWIM 10 %
Yellow TI Profile
ITY-ACID Aircraft Identification 92 %
ITY-ADQ Ensure Quality of Aeronautical Data and 70 %
Aeronautical Information
ITY-AGDL Initial ATC Air-Ground Data Link Services 100 %
ITY- 8,33 kHz Air-Ground Voice Channel Spacing 52 %
AGVCS2 below FL195
ITY-FMTP Common Flight Message Transfer Protocol 60 %
(FMTP)
ITY-SPI Surveillance Performance and Interoperability 65 %
LSSIP Year 2019 Germany - Level 1 70 Released issue ICAO ASBU Implementation Progress
The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2019 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by the ICAO EUR EASPG/1 meeting (European Aviation System Planning Group).
Legend:
= Completed (during 2019 or before) = Missing planning date = Progress achieved in 2019 = Not applicable
<16 16 17 18 19 20 21 22 23 24 25 >26
B0-ACAS ACAS Improvements 100 %
B0-ACDM Improved Airport Operations through Airport- 100 %
CDM
B0-APTA Improved Airport Accessibility 100 %
55.0 % B0-ASUR Improved access to Optimum Flight Levels 1 through Climb/Descent Procedures using 65.0 % ADS-B
B0-CCO Improved Flexibility and Efficiency in 100 %
Departure Profiles 0.0 % B0-CDO Improved Flexibility and Efficiency in Descent 100 %
Profiles (CDOs) 82.56 % B0-DATM Service Improvement through Digital 1 Aeronautical Information Management 70.0 %
B0-FICE Increased Interoperability, Efficiency and 100 %
Capacity through Ground-Ground Integration 91.0 % B0-FRTO Improved Operations through Enhanced En- 100 %
Route Trajectories.
B0-NOPS Improved Flow Performance through Planning 100 %
based on a Network-Wide view
B0-RSEQ Improved Runway Traffic Flow through 100 %
Sequencing (AMAN/DMAN)
B0-SNET Ground based safety nets 100 %
B0-SURF Improved Runway Safety (A-SMGCS Level 1-2 100 %
and Cockpit Moving Map) 93.75 % B0-TBO Improved Safety and Efficiency through the 100 %
initial application of Data Link En-Route
LSSIP Year 2019 Germany - Level 1 71 Released issue Detailed Objectives Implementation progress
Objective/Stakeholder Progress Code: Completed Not yet planned Ongoing Not Applicable Planned Missing Data Late
Main Objectives
Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 Timescales: 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Key Feature: Optimised ATM Network Services - The handling of OAT over Germany, the principles and procedures are the main elements of the civil-military integration in Germany. The achieved high degree of harmonisation of OAT and GAT is the result of nearly 20 years of co-operative civil-military service provision. Military ANS are subject to local APP and TWR functions and these units cooperate likewise with civil service provision. Air defence radar units cooperate with the civil service provider on well-established and highly 31/12/2013 accepted harmonised principles and procedures. The framework of EUROAT/OATTS is mainly based upon German rules and experiences. By law, BAF constitutes the regulator (NSA) for GAT and OAT in regional (en-route) services, all aspects of military traffic where both organizations, BAF and LufABw, are concerned, are handled in close coordination between them. LufABw is the responsible authority for the ANS at military airports. REG (By:12/2018) Completed MIL See State comment. - 100% 31/12/2011 Completed NSA See State comment. - 100% 31/12/2011 ASP (By:12/2018) Common principles, rules and procedures for OAT Completed handling and OAT/GAT interface are established. DFS is responsible for OAT and GAT handling. German MoD DFS - 100% and MoT are participating in CMIC (Civil Military 31/12/2013 Interface Committee) where this topic is dealt with from both sides. Completed MIL See State comment. - 100% 31/12/2013 MIL (By:12/2018) Principles, rules and procedures for OAT and GAT are Completed harmonised to the widest extent and are laid down in the German AIP and Mil AIP. The EUROCONTROL MIL - 100% specification on EUROAT has been analysed and the 31/12/2012 relevant documents have been developed. EUROAT was implemented 3rd May 2012.
LSSIP Year 2019 Germany - Level 1 72 Released issue ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 100% Completed Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The implementation of ASM support tools to support A-FUA was finished in January 2019. 31/01/2019 ASP (By:12/2018) The implementation of ASM support tools to support A- Completed FUA was finished in January 2019. Status of this implementation objective as related to the DFS - 100% Pilot Common Project is also provided via Deployment 31/01/2019 Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
ASM Management of Real-Time Airspace Data Timescales: AOM19.2 30% Late Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The implementation of ASM Management of Real-Time Airspace Data has started and is 31/12/2023 planned to be finished in 2023. ASP (By:12/2021) The implementation of ASM Management of Real-Time Late Airspace Data has started and is planned to be finished in 2023. DFS Status of this implementation objective as related to the - 30% 31/12/2023 Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 25% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 Links: B0-FRTO, B1-FRTO, B1-NOPS, B2-NOPS | Key Feature: Optimised ATM Network Services - The implementation of full rolling ASM/ATFCM process and ASM information sharing is 31/12/2021 planned to be finished within the timeframe of the objective. ASP (By:12/2021) The implementation of full rolling ASM/ATFCM process Ongoing and ASM information sharing is planned to be finished within the timeframe of the objective. DFS Status of this implementation objective as related to the - 25% 31/12/2021 Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 73 Released issue Management of Pre-defined Airspace Configurations Timescales: AOM19.4 40% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The implementation of the management of pre-defined airspace configurations is planned to 31/12/2021 be finished within the timeframe of the objective. ASP (By:12/2021) The implementation of the management of pre-defined Ongoing DFS airspace configurations is planned to be finished within - 40% 31/12/2021 the timeframe of the objective.
Free Route Airspace Timescales: AOM21.2 40% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - The implementation of Free Route Airspace is ongoing for FABEC. Civil and military stakeholders are involved, however Air Traffic Services for OAT flights in Germany were 31/12/2021 provided by DFS. ASP (By:12/2021) The implementation of Free Route Airspace, in terms of Ongoing DCT routing options published in RAD APP 04 (OI-Steps AOM-0401, AOM-0402), is considered completed. Regarding OI-Steps AOM-0501, AOM-0505, DFS is following a stepwise approach and implements FRA as follows: FRA Solution 1, 01/03/2018: FRA at night DFS-wide, from FL 245 and above, and FRA H24 in the FRA Cells EDUU North and EDUU East. For FRA Cells EDMM East and EDMM South some additional H24 RAD App 4 DCTs are foreseen due to system limitations. FRA Solution 2a, winter 2018/19: Preparatory activities for FRA H24 in FRA Cells EDUU WEST and EDUU South; Free Route therefore improvement of existing RAD APP 04 Direct Airspace / routing options in terms of operational availability iCAS (iTEC DFS (vertical and temporal), publication of additional RAD 40% Center 31/12/2021 APP 04 Direct routing options. Automation FRA Solution 2b, winter 2019/20: Preparatory activities System) for FRA H24 in FRA Cells EDUU West and EDUU South; therefore improvement of existing RAD APP 04 Direct routing options in terms of operational availability (vertical and temporal), publication of additional RAD APP 04 Direct routing options. FRA Solution 2c, October 2020 - 02/12/2021: DFS will flow wise implement FRA H24 DCTs, FL 245 and above. For FRA Cell EDWW East some additional H24 RAD App 4 DCTs are foreseen due to system limitations. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 74 Released issue Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Not AOP04.1 Timescales: % Applicable Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 Links: B0-SURF | Key Feature: High Performing Airport Operations EDDB - Berlin - Brandenburg International Airport Implementation of A-SMGCS Level 1 is planned for the end of 2020. - Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". REG (By:12/2010) The objective becomes applicable after the opening of Not BER Airport. Applicable MoT - % Implementation of A-SMGCS is planned for the end of - 2020. Not MoT/NSA - - % Applicable - ASP (By:12/2011) Implementation of A-SMGCS Level 1 is planned for the Not end of 2020. Until the opening of BER Airport, the status Applicable for this objective is kept to "Not Applicable". At DFS Schoenefeld Airport (SXF) an A-SMGCS (Level 1) system - % is installed and fully operational. With the extension of - the airport as the new BER Airport, the capabilities will be enlarged for the additional areas. APO (By:12/2010) BERLIN Not Until the opening of BER Airport, the status for this BRANDENB - % Applicable objective is kept to "Not Applicable". URG Airport -
LSSIP Year 2019 Germany - Level 1 75 Released issue Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 Links: B0-SURF | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport At Frankfurt Airport, MLAT (CAPTS; operated by Fraport) and three SMR sites (operated by DFS) are installed as sensor systems. DFS and Fraport are using a combination of these sensor 31/12/2012 systems for different purposes in Surface Movement Guidance. REG (By:12/2010) Completed MoT - - 100% 31/12/2009 The provision of level 1 service is under continuous Completed MoT/NSA - 100% oversight. 31/12/2009 ASP (By:12/2011) At Frankfurt Airport, the sensor systems CAPTS - Completed Cooperative Area Precision Tracking System DFS - 100% (Multilateration) and ASR sites are operational. DFS is 30/06/2011 using HITT, a system to combine the two sensor types. APO (By:12/2010) At Frankfurt Airport, the sensor systems CAPTS - Completed Cooperative Area Precision Tracking System (Multilateration) and SMR sites are operational. Fraport FRAPORT is using FAST MS (Frankfurt Airport Surface Traffic - 100% AG 31/12/2012 Management System) to combine the two sensor types. FAST MS is operational as A-SMGCS level 1 in taxi control on the apron.
Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 Links: B0-SURF | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport For Duesseldorf Airport, the installation of a Multilateration Radar System is finished since 28/02/2019 February 2019. REG (By:12/2010) Oversight procedures are in place and will be applied. Completed MoT - 100% Therefore, the SLoAs are considered "Completed". 31/12/2009 Completed MoT/NSA - - 100% 31/12/2009 ASP (By:12/2011) For Duesseldorf Airport, a Multilateration Radar System Completed DFS - 100% was installed in July 2018. 31/07/2018 APO (By:12/2010) DÜSSELDOR For Duesseldorf Airport, a Multilateration Radar System Completed - 100% F Airport is installed since February 2019. 28/02/2019
LSSIP Year 2019 Germany - Level 1 76 Released issue Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 Links: B0-SURF | Key Feature: High Performing Airport Operations EDDM - München Airport At Munich Airport, the installation of the surface movement radar antennas and the system is completed. The installation of the multilateration system (ERA) is also completed. It is used as 31/05/2015 a level 1 system. The procurement of equipment for ground vehicles has been finished in 11/2014. REG (By:12/2010) Completed MoT/NSA - - 100% 31/12/2009 The provision of level 1 service is under continuous Completed MoT - 100% oversight. 31/12/2010 ASP (By:12/2011) At Munich Airport, in cooperation with the airport Completed DFS operator the multilateration system is implemented in - 100% 31/12/2009 addition to the existing primary radars. APO (By:12/2010) At Munich Airport, the installation of the surface Completed movement radar antennas and the system is completed. MUNICH The installation of the multilateration system (ERA) is - 100% Airport also completed. It is used as a level 1 system. The 31/05/2015 procurement of equipment for ground vehicles has been finished in 11/2014.
Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) Not AOP04.2 % Timescales: Applicable Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations EDDB - Berlin - Brandenburg International Airport Implementation of A-SMGCS is planned for the end of 2020. - Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". ASP (By:12/2017) Implementa Not Implementation of A-SMGCS is planned for the end of tion of A- Applicable DFS 2020. Until the opening of BER Airport, the status for % SMGCS this objective is kept to "Not Applicable". - Level 2 APO (By:12/2017) BERLIN Not Until the opening of BER Airport, the status for this BRANDENB - % Applicable objective is kept to "Not Applicable". URG Airport -
LSSIP Year 2019 Germany - Level 1 77 Released issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 50% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport At Frankfurt Airport, the Fraport system FAST MS (Frankfurt Airport Surface Traffic Management System) is operational. FAST MS is not covering the runway system. The A- SMGCS functionalities for the runway system fall under the responsibility of DFS. A system 31/12/2020 upgrade for warning functionality is currently being tested and operational implementation is planned for December 2020. ASP (By:12/2017) At Frankfurt Airport, the existing HITT system will be Late Implementa replaced by PHOENIX TWR to achieve A-SMGCS level 2. tion of A- DFS Sensor systems are currently in operational use. 33% SMGCS 31/12/2020 Operational implementation is planned for December Level 2 2020. APO (By:12/2017) At Frankfurt Airport, the FAST MS (Frankfurt Airport Completed Surface Traffic Management System) is operational and covers A-SMGCS Level I. The result of the current project apron controller FRAPORT working position (ACWP) will be replacing the FAST MS - 100% AG 31/12/2009 including new safety functionalities for apron control. Fraport is preparing the replacement of the FAST MS system until 2020 including apron control surface safety nets.
Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport For Duesseldorf Airport, A-SMGCS Level 2 is operational since 30.08.2019. 30/08/2019 ASP (By:12/2017) Implementa Completed For Duesseldorf Airport, A-SMGCS Level 2 is operational tion of A- DFS 100% since 30.08.2019. SMGCS 30/08/2019 Level 2 APO (By:12/2017) DÜSSELDOR For Duesseldorf Airport, A-SMGCS Level 2 is operational Completed - 100% F Airport since 30.08.2019. 30/08/2019
LSSIP Year 2019 Germany - Level 1 78 Released issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations EDDM - München Airport At Munich Airport, the multilateration system is implemented in addition to the existing 30/11/2014 primary radar. ASP (By:12/2017) At Munich Airport, in cooperation with the airport Implementa Completed operator "Flughafen München GmbH" the tion of A- DFS 100% multilateration system is implemented in addition to the SMGCS 31/03/2013 existing primary radar. Level 2 APO (By:12/2017) MUNICH At Munich Airport, the implementation of A-SMGCS Completed - 100% Airport Level 2 is implemented. 30/11/2014
Airport Collaborative Decision Making (A-CDM) Timescales: Not AOP05 % Initial operational capability: 01/01/2004 Applicable Full operational capability: 31/12/2016 Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations EDDB - Berlin - Brandenburg International Airport Implementation of A-CDM is planned for the end of 2020. - Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". ASP (By:12/2016) Implementation of A-CDM is planned for the end of Not 2020. Until the opening of BER Airport, the status for Applicable this objective is kept to "Not Applicable". DFS At Schoenefeld Airport (SXF), an A-CDM is already - % installed and fully operational. With the extension of the - airport as the new BER Airport the capabilities will be enlarged for the additional areas. APO (By:12/2016) BERLIN Not Until the opening of BER Airport, the status for this BRANDENB - % Applicable objective is kept to "Not Applicable". URG Airport -
Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport At Frankfurt Airport, implementation of A-CDM is completed. 31/01/2013 ASP (By:12/2016) At Frankfurt Airport, implementation of A-CDM is Completed DFS - 100% completed. 28/02/2011 APO (By:12/2016) FRAPORT At Frankfurt Airport, implementation of A-CDM is Completed - 100% AG completed. 31/01/2013
LSSIP Year 2019 Germany - Level 1 79 Released issue Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport At Duesseldorf Airport, implementation of A-CDM is completed. 30/04/2013 ASP (By:12/2016) At Duesseldorf Airport, implementation of A-CDM is Completed DFS - 100% completed. 30/04/2013 APO (By:12/2016) DÜSSELDOR At Duesseldorf Airport, implementation of A-CDM is Completed - 100% F Airport completed. 30/04/2013
Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations EDDM - München Airport At Munich Airport, A-CDM is fully operational since 2011. 31/12/2011 ASP (By:12/2016) At Munich Airport, Airport CDM is fully operational since Completed DFS 7th June 2007 including DPI exchange according the - 100% 30/06/2007 published European A-CDM manual guidelines. APO (By:12/2016) MUNICH At Munich Airport, Airport CDM is fully operational since Completed - 100% Airport 2011. 31/12/2011
LSSIP Year 2019 Germany - Level 1 80 Released issue
Time-Based Separation Timescales: AOP10 6% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport The possible use of Time-Based Separation has been studied. Initial work has been started as a pilot project at Frankfurt airport and approach. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport 31/12/2023 is required for the implementation of TBS. The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports. REG (By:12/2023) This topic is work in progress. Initial work has been Ongoing started as a pilot project at Frankfurt airport and NSA approach. The TBS operations procedures as per this - 10% 31/12/2023 objective are planned to be published in the national aeronautical information publication. ASP (By:12/2023) The possible use of Time-Based Separation has been Ongoing studied. Initial work has been started as a pilot project at Frankfurt airport and approach. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport is required for the DFS implementation of TBS. - 5% 31/12/2023 The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 81 Released issue Time-Based Separation Timescales: Not yet AOP10 0% Initial operational capability: 01/01/2015 planned Full operational capability: 31/12/2023 Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport The possible use of Time-Based Separation is being studied. Initial work has been started as a pilot project at Frankfurt airport and approach. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport - is required for the implementation of TBS. The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports. REG (By:12/2023) The possible use of Time-Based Separation is being Not yet NSA studied. If available, publication will be provided in the - 0% planned national aeronautical information publications. - ASP (By:12/2023) The possible use of Time-Based Separation is being Not yet studied. planned Initial work has been started as a pilot project at Frankfurt airport and approach. There are no initial results for the time being. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport is required for the DFS - 0% implementation of TBS. - The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 82 Released issue Time-Based Separation Timescales: Not yet AOP10 0% Initial operational capability: 01/01/2015 planned Full operational capability: 31/12/2023 Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations EDDM - München Airport The possible use of Time-Based Separation is being studied. Initial work has been started as a pilot project at Frankfurt airport and approach. There are no initial results for the time being. The feasibility study aims on evaluating the technical and operational implementation of TBS. - An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport is required for the implementation of TBS. The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports. REG (By:12/2023) The possible use of Time-Based Separation is being Not yet NSA studied. If available, publication will be provided in the - 0% planned national aeronautical information publications. - ASP (By:12/2023) The possible use of Time-Based Separation is being Not yet studied. planned Initial work has been started as a pilot project at Frankfurt airport and approach. There are no initial results for the time being. The feasibility study aims on evaluating the technical and operational implementation of TBS. An increase in capacity in combination with a positive cost benefit analysis for Frankfurt airport is required for the DFS - 0% implementation of TBS. - The feasibility study and its final report will be taken into account for a future decision (not part of this proposal) on TBS implementation at mandated German airports. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 83 Released issue Initial Airport Operations Plan Timescales: Not AOP11 % Initial Operational Capability: 01/01/2015 Applicable Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDB - Berlin - Brandenburg International Airport Until the opening of BER Airport, the status for this SLoA is kept to "Not Applicable". - For DFS the implementation of Initial Airport Operations Plan is completed. ASP (By:12/2021) Until the opening of BER Airport, the status for this Completed SLoA is kept to "Not Applicable". Bidirectional interface with airport according to local DFS - 100% agreements is established (Based on Interface 31/12/2014 Specifications). Completed date refers to last major update. APO (By:12/2021) BERLIN Not The objective becomes applicable for BER only after the BRANDENB - % Applicable opening of BER Airport. URG Airport -
Initial Airport Operations Plan Timescales: AOP11 34% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport For DFS the implementation of Initial Airport Operations Plan is completed. Fraport internal 31/12/2021 conceptional phase is completed and realization has started. ASP (By:12/2021) At Frankfurt Airport, implementation of Initial Airport Completed DFS - 100% Operations Plan is completed. 28/02/2011 APO (By:12/2021) Fraport internal, conceptional phase is completed and Ongoing FRAPORT realization has started. Discussion on necessary - 12% AG 31/12/2021 modifications with external stakeholders has started.
Initial Airport Operations Plan Timescales: AOP11 28% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDH - Hamburg Airport For DFS the implementation of Initial Airport Operations Plan is completed. The objective is under review and the exchange between other airports within Germany started already. In 31/12/2021 connection with other similar projects, HAM Airport will focus on initial AOP plans in 2020. ASP (By:12/2021) For DFS the implementation of Initial Airport Operations Completed DFS - 100% Plan is completed. 31/12/2015 APO (By:12/2021) The objective is under review and the exchange Ongoing HAMBURG between other airports within Germany started already. - 3% Airport In connection with other similar projects, HAM Airport 31/12/2021 will focus on initial AOP plans in 2020.
LSSIP Year 2019 Germany - Level 1 84 Released issue Initial Airport Operations Plan Timescales: AOP11 43% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport At Dusseldorf Airport, an AOP project started in 2016 to ensure full operational capabilities by the end of June 2020. 30/06/2020 For DFS the implementation of Initial Airport Operations Plan is already completed. ASP (By:12/2021) At Düsseldorf Airport, implementation of Initial Airport Completed DFS - 100% Operations Plan is completed. 30/04/2013 APO (By:12/2021) At Dusseldorf Airport, initial capabilities have been Ongoing DÜSSELDOR identified. The AOP project started in 2016 to ensure full - 23% F Airport 30/06/2020 operational capabilities by the end of June 2020.
Initial Airport Operations Plan Timescales: AOP11 48% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDM - München Airport For DFS the implementation of Initial Airport Operations Plan is completed. For Munich Airport, the implementation of Initial Airport Operations Plan is planned to be finished within the 31/12/2021 timeframe of the objective. ASP (By:12/2021) For DFS the implementation of Initial Airport Operations Completed DFS - 100% Plan is completed. 30/06/2007 APO (By:12/2021) For Munich Airport, the implementation of Initial Airport Ongoing MUNICH Operations Plan is planned to be finished within the - 22% Airport 31/12/2021 timeframe of the objective.
Initial Airport Operations Plan Timescales: AOP11 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDN - Nuremberg Airport The implementation of Airport Operations Plan is completed. A monthly meeting for the 31/10/2019 relevant stakeholders is established. ASP (By:12/2021) At Nuremberg Airport, implementation of Initial Airport Completed DFS - 100% Operations Plan is completed. 31/12/2015 APO (By:12/2021) The implementation of Airport Operations Plan is Completed NUREMBER completed. A monthly meeting for the relevant - 100% G Airport 31/10/2019 stakeholders is established.
LSSIP Year 2019 Germany - Level 1 85 Released issue Initial Airport Operations Plan Timescales: AOP11 30% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDS - Stuttgart Airport For DFS the implementation of Initial Airport Operations Plan is completed. In 2020 a concept for an Airport Control Centre (ACC) will be set up. Parallel to the ACC concept preparing work for the implementation of an initial AOP started by defining the relevant 31/12/2021 stakeholders and defining all information that need to be provided. NM publications on Airport Network Integration will be taken into consideration. ASP (By:12/2021) At Stuttgart Airport, implementation of Initial Airport Completed DFS - 100% Operations Plan is completed. 31/12/2014 APO (By:12/2021) In 2020 a concept for an Airport Control Centre (ACC) Ongoing will be set up. Parallel to the ACC concept preparing work for the implementation of an initial AOP started by STUTTGART defining the relevant stakeholders and defining all - 7% Airport 31/12/2021 information that need to be provided. NM publications on Airport Network Integration will be taken into consideration.
Initial Airport Operations Plan Timescales: AOP11 43% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations EDDV - Hannover Airport For DFS the implementation of Initial Airport Operations Plan is completed. Bidirectional interface between DFS and Hannover airport according to local agreements is 31/12/2020 established, but not yet in use. ASP (By:12/2021) At Hannover Airport, implementation of Initial Airport Completed DFS - 100% Operations Plan is completed. 31/12/2015 APO (By:12/2021) Bidirectional interface with airport according to local Ongoing HANNOVER agreements is established (Based on Interface - 23% Airport 31/12/2020 Specification), but not yet in use for airport.
LSSIP Year 2019 Germany - Level 1 86 Released issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) Not AOP12 % Timescales: Applicable Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 Links: B2-SURF | Key Feature: High Performing Airport Operations EDDB - Berlin - Brandenburg International Airport Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". Implementation of runway and airfield safety with ATC clearances monitoring is scheduled to - be finished by 2020. ASP (By:12/2020) Until the opening of BER Airport, the status for this Ongoing DFS objective is kept to "Not Applicable". Start of - 37% 31/12/2020 implementation project was scheduled for 2019. APO (By:12/2020) BERLIN Not The SLoA becomes applicable after the opening of BER BRANDENB - % Applicable Airport. URG Airport -
Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 28% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 Links: B2-SURF | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport Implementation of runway and airfield safety with ATC clearances monitoring is scheduled to 31/12/2024 be finished by 2020. ASP (By:12/2020) Project started in 2017 and is planned to be finished in Late DFS - 37% 2024. 31/12/2024 APO (By:12/2020) Due to responsibility for ATC clearance monitoring via Not yet an ANSP there are no special actions planned. planned Concerning AOP03 SESAR - directly affecting staff will be FRAPORT trained by Fraport AG. - 0% AG On request of DFS about new procedures, organizational - changes or new IT support concerning Apron Control, Fraport will respond adequately. Currently are no actions required or planned.
LSSIP Year 2019 Germany - Level 1 87 Released issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 25% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 Links: B2-SURF | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport Implementation of runway and airfield safety with ATC clearances monitoring is scheduled for 31/12/2024 2020. ASP (By:12/2020) Late DFS Project start is scheduled for 2019. - 33% 31/12/2024 APO (By:12/2020) DÜSSELDOR Planned Implementation is scheduled for 2020. - 0% F Airport 31/12/2020
Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 25% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 Links: B2-SURF | Key Feature: High Performing Airport Operations EDDM - München Airport Implementation of improvements to runway and airfield safety with ATC clearances monitoring 31/12/2024 is scheduled for 2020. ASP (By:12/2020) Late DFS Project start is scheduled for 2019. - 33% 31/12/2024 APO (By:12/2020) For Munich Airport, training on the functionality of Not yet MUNICH 'Airport Safety Nets' will be planned in coordination with - 0% planned Airport the implementation of 'Airport Safety Nets' by DFS. -
LSSIP Year 2019 Germany - Level 1 88 Released issue Automated Assistance to Controller for Surface Movement Planning and Routing Not AOP13 Timescales: % Applicable Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDB - Berlin - Brandenburg International Airport Until the opening of BER Airport, the status for this objective is kept to "Not Applicable". Automated assistance to Controller for Surface Movement Planning and Routing is planned to - be implemented in 2023. REG (By:12/2023) BERLIN Not Until the opening of BER Airport, the status for this BRANDENB - % Applicable objective is kept to "Not Applicable". URG Airport - ASP (By:12/2023) Until the opening of BER Airport, the status for this Not objective is kept to "Not Applicable". Applicable Automated assistance to Controller for Surface Movement Planning and Routing is planned to be DFS implemented in 2023. - % Status of this implementation objective as related to the - Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport Automated assistance to Controller for Surface Movement Planning and Routing is planned to 31/12/2023 be implemented in 2023. REG (By:12/2023) Coordination and final official approval of procedures by Not yet NSA the local regulator can only start after availability of - 0% planned implementation results. - ASP (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is planned to be implemented in 2023. DFS Status of this implementation objective as related to the - 0% 31/12/2023 Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 89 Released issue Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport Automated assistance to Controller for Surface Movement Planning and Routing is planned to 31/12/2023 be implemented in 2023. REG (By:12/2023) Coordination and final official approval of procedures by Not yet NSA the local regulator can only start after availability of - 0% planned implementation results. - ASP (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is planned to be implemented in 2023. DFS Status of this implementation objective as related to the - 0% 31/12/2023 Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDM - München Airport Automated assistance to Controller for Surface Movement Planning and Routing is planned to 31/12/2023 be implemented in 2023. REG (By:12/2023) Coordination and final official approval of procedures by Not yet NSA the local regulator can only start after availability of - 0% planned implementation results. - ASP (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is planned to be implemented in 2023. DFS Status of this implementation objective as related to the - 0% 31/12/2023 Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services - The implementation of Ground-based Safety Nets for Germany has been finished in 2015. 28/06/2015 ASP (By:12/2016) Completed DFS See State comment. - 100% 28/06/2015
LSSIP Year 2019 Germany - Level 1 90 Released issue Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services - The DFS complied with a comprehensive implementation of STCA. 31/12/2017 German APP units, which are responsible for TMAs, are integrated in the ACCs. ASP (By:12/2020) The DFS complied with a comprehensive Completed implementation of STCA. DFS - 100% German APP units, which are responsible for TMAs, are 31/12/2017 integrated in the ACCs.
AMAN Tools and Procedures Timescales: Not ATC07.1 % Initial operational capability: 01/01/2007 Applicable Full operational capability: 31/12/2019 Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services EDDB - Berlin - Brandenburg International Airport The SLoA becomes applicable after the opening of BER Airport. - ASP (By:12/2019) Not DFS Same as in the overall comment. - % Applicable -
AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services EDDF - Frankfurt Airport AMAN provides enhanced arrival management functionalities for Frankfurt Airport. 30/09/2013 ASP (By:12/2019) Completed DFS Same as in the overall comment. - 100% 30/09/2013
AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services EDDL - Düsseldorf Airport The development of an arrival management tool serving flights to Düsseldorf Airport has been 12/12/2017 completed in December 2017. ASP (By:12/2019) Completed DFS Same as in the overall comment. - 100% 12/12/2017
LSSIP Year 2019 Germany - Level 1 91 Released issue AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services EDDM - München Airport AMAN provides enhanced arrival management functionalities for Munich Airport. 29/02/2008 ASP (By:12/2019) Completed DFS Same as in the overall comment. - 100% 29/02/2008
Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B1-FRTO | Key Feature: Advanced Air Traffic Services - In the objective description it is stated, that CDT, Resolution Support Information and Conformance Monitoring are needed to support the implementation of Free Route Airspace (i.a.w. PCP IR 716/2014). As FRA shall be implemented above FL310, the mentioned implementation requirements are only relevant for DFS Upper control centre (UAC) at Karlsruhe. The UAC Karlsruhe has received a (very advanced) 4D-trajectory-based ATS system 15/12/2018 by end of 2010, which provides already MTCD, Resolution Support Information and Conformance Monitoring. MTCD and resolution support functions are part of iCAS system, commissioned in November 2017. Further enhancements of conflict detection, resolution support information and conformance monitoring will be implemented in the course of the iCAS system. ASP (By:12/2021) iCAS (iTEC Completed Center DFS Same as in the overall comment. 100% Automation 15/12/2018 System)
Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 94% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - To differentiate this Objective from the following ATC15.2, the requested functionality is now considered as the information exchange between AMAN systems supporting the respective TMAs and the first upstream ATS systems of the surrounding en-route control sectors, e.g. 04/11/2020 arrival sequences are displayed at the respective working positions of the en-route controllers. This implementation activity is planned to be finished until the BER Airport will be opened. ASP (By:12/2019) Extended Late Arrival DFS See State comment. 94% Managemen 04/11/2020 t
LSSIP Year 2019 Germany - Level 1 92 Released issue Arrival Management Extended to En-route Airspace Timescales: ATC15.2 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - In line with the PCP Implementing Rule 716/2014 and the associated Deployment Programme, the planning horizons of the AMAN systems serving Frankfurt, Munich, Dusseldorf and Berlin airport will be extended up to 220NM into the area of responsibility of identified upstream control centres until the given PCP deadline (31.12.2023). Due to dependencies of neighbouring 12/10/2017 partners and their schedules, the connections to all upstream centres and vice versa still require time. However, the objective is considered as “Completed” because the DFS systems, procedures and agreements are ready and prepared for implementation. ASP (By:12/2023) In line with the PCP Implementing Rule 716/2014 and Completed the associated Deployment Programme, the planning horizons of the AMAN systems serving Frankfurt, Munich, Dusseldorf and Berlin airport will be extended up to 220NM into the area of responsibility of identified upstream control centres until the given PCP deadline (31.12.2023). Due to dependencies of neighbouring iCAS (iTEC partners and their schedules, the connections to all Center DFS 100% upstream centres and vice versa still require time. Automation 12/10/2017 However, the objective is considered as “Completed” System) because the DFS systems, procedures and agreements are ready and prepared for implementation. Status of this implementation objective as related to the Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 93 Released issue Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 91% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 Key Feature: Advanced Air Traffic Services - Messages to support basic procedures (PAC, COD) are implemented for communication between control towers and ACCs. At UAC Karlsruhe, iCAS system is upgraded to support the Transfer of Communication and the Coordination processes. ToC message exchange is operationally used with Malmö ACC, introduction with Copenhagen ACC is planned for Q1/2020. Exchange of Coordination messages will be tested with MUAC in 2020. Operational necessities and/or expected 31/12/2020 operational benefits determine the operational usage. Further introductions depend on operational necessities and/or expected operational benefits. There are presently no indications for further operational benefits by introduction of new OLDI messages to support transfer of communication and electronic coordination process in Lower Airspace. Therefore, upgrades of P1/ATCAS system are not planned. ASP (By:12/2018) Messages to support basic procedures (PAC, COD) are Late implemented for communication between control towers and ACCs. At UAC Karlsruhe, iCAS system is upgraded to support the Transfer of Communication and Coordination processes with capable adjacent centres. Operational necessities and/or expected benefits determine the DFS - 91% operational usage. 31/12/2020 There are presently no indications for further operational benefits by introduction of new OLDI messages to support transfer of communication and electronic coordination process in Lower Airspace. Therefore, upgrades of P1/ATCAS system are not planned.
Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 Key Feature: Enabling the Aviation Infrastructure - The German COM-Centre was upgraded to become AMHS capable and act as a national AMHS/CIDIN gateway. Conformity for basic services and associated procedures is ensured and 30/06/2016 in operational use. ASP (By:12/2018) The German COM-Centre was upgraded to become Completed AMHS capable and act as a national AMHS/CIDIN DFS - 100% gateway. Conformity for basic services and associated 30/06/2016 procedures is ensured and in operational use.
LSSIP Year 2019 Germany - Level 1 94 Released issue Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 20% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2021 Key Feature: Enabling the Aviation Infrastructure - The Voice Communication System to support VoIP inter-centre telephony is available at the ACCs Langen, Munich and Bremen since the end of 2017. DFS has deployed an IP based (ED137 compliant) last resort radio system at all ACCs until mid 2018. UAC Karlsruhe will be equipped with VoIP capable VCS in the course of the regular update cycle. 31/12/2024 Concerning the implementation of Voice Communication Systems to support VoIP links to the ground radio stations there is no operational or technical need to migrate the ground segment of the radio infrastructure as required in the objective. Furthermore, there is no CBA, which proves a positive effect on the KPA Cost Effectiveness. Therefore, implementations in this technology will be undertaken on a case-by-case basis for replacements related to the regular system life cycle. ASP (By:12/2021) The Voice Communication System to support VoIP inter- Late centre telephony is available at the ACCs Langen, Munich and Bremen since the end of 2017. DFS has deployed an IP based (ED137 compliant) last resort radio system at all ACCs until mid 2018. UAC Karlsruhe will be equipped with VoIP capable VCS in the course of the regular update cycle. Concerning the implementation of Voice DFS Communication Systems to support VoIP links to the - 20% 31/12/2024 ground radio stations there is no operational or technical need to migrate the ground segment of the radio infrastructure as required in the objective. Furthermore, there is no CBA, which proves a positive effect on the KPA Cost Effectiveness. Therefore, implementations in this technology will be undertaken on a case-by-case basis for replacements related to the regular system life cycle.
Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 20% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 Key Feature: Enabling the Aviation Infrastructure - The implementation of Voice over Internet Protocol (VoIP) in Airport/Terminal is ongoing. 31/12/2024 ASP (By:12/2023) The implementation of Voice over Internet Protocol Late DFS - 20% (VoIP) in Airport/Terminal is ongoing. 31/12/2024
LSSIP Year 2019 Germany - Level 1 95 Released issue New Pan-European Network Service (NewPENS) Timescales: COM12 58% Ongoing Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020 Links: B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - In Germany the activities to connect to NewPENS are ongoing. 31/05/2020 ASP (By:12/2024) DFS activities to connect to NewPENS are ongoing and Ongoing DFS - 88% planned to be finished in May 2020. 31/05/2020 APO (By:12/2024) NewPENS, as a network service, DFS will contact the Not yet airports for the beginning of migration tasks at the planned BER FRA airports. - 0% DUS MUC For the time being German airports have no actions - planned for the implementation of NewPENS.
Continuous Descent Operations (CDO) Not ENV01 Timescales: % Applicable - not applicable - Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDB - Berlin - Brandenburg International Airport (Outside Applicability Area) The objective becomes applicable after the opening of BER Airport. - ASP (By:12/2023) Not The objective becomes applicable after the opening of DFS - % Applicable BER Airport. - APO (By:12/2023) BERLIN Not The objective becomes applicable after the opening of BRANDENB - % Applicable BER Airport. URG Airport -
Continuous Descent Operations (CDO) Timescales: ENV01 82% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDF - Frankfurt Airport At Frankfurt Airport, conventional CDO procedures are possible but most often not applicable due to heavy traffic load. Design and implementation of CDO procedures under PBN conditions 31/12/2020 is ongoing. ASP (By:12/2023) At Frankfurt Airport, conventional CDO procedures are Completed possible but most often not applicable due to heavy DFS - 78% traffic load. Design and implementation of CDO 31/12/2020 procedures under PBN conditions is ongoing. APO (By:12/2023) FRAPORT At Frankfurt Airport, CDO procedures are possible but Completed - 100% AG most often not applicable due to heavy traffic load. 31/12/2011
LSSIP Year 2019 Germany - Level 1 96 Released issue Continuous Descent Operations (CDO) Timescales: ENV01 82% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDH - Hamburg Airport At Hamburg Airport, conventional CDO procedures are published. Design and implementation 31/12/2020 of CDO procedures under PBN conditions is ongoing. ASP (By:12/2023) At Hamburg Airport, conventional CDO procedures are Completed DFS published. Design and implementation of CDO - 78% 31/12/2020 procedures under PBN conditions is ongoing. APO (By:12/2023) HAMBURG Completed At Hamburg Airport, CDO procedures are published. - 100% Airport 31/12/2013
Continuous Descent Operations (CDO) Timescales: ENV01 82% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDK - Cologne - Bonn Airport At Cologne-Bonn Airport, conventional CDO procedures are published. Design and 31/12/2020 implementation of CDO procedures under PBN conditions is ongoing. ASP (By:12/2023) At Cologne-Bonn Airport, conventional CDO procedures Completed DFS are published. Design and implementation of CDO - 78% 31/12/2020 procedures under PBN conditions is ongoing. APO (By:12/2023) COLOGNE - Completed CDO procedures are implemented at Cologne-Bonn BONN - 100% Airport. 31/12/2010 Airport
Continuous Descent Operations (CDO) Timescales: ENV01 78% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDL - Düsseldorf Airport At Dusseldorf Airport, conventional CDO procedures are published. Design and implementation 31/12/2020 of CDO procedures under PBN conditions is ongoing. ASP (By:12/2023) Conventional CDO procedures are published for Completed Düsseldorf, Stuttgart, Nuremberg, Hannover, Leipzig/Halle, Munich and Cologne Airport (see AIP Germany). DFS - 78% Although CDO procedures are published, at some 31/12/2020 airports they are not used due to high traffic density. Design and implementation of CDO procedures under PBN conditions is ongoing. APO (By:12/2023) Using CDO as descent technique is within the Not DÜSSELDOR responsibility of the ANSP. Duesseldorf Airport is Applicable - % F Airport supporting the local ANSP as required. Therefore, the - SLoA is considered as "Not Applicable".
LSSIP Year 2019 Germany - Level 1 97 Released issue Continuous Descent Operations (CDO) Timescales: ENV01 82% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDM - München Airport At Munich Airport, conventional CDO procedures are established and mainly used at night. 31/12/2020 Design and implementation of CDO procedures under PBN conditions is ongoing. ASP (By:12/2023) At Munich Airport, conventional CDO procedures are Completed established and mainly used at night. Design and DFS - 78% implementation of CDO procedures under PBN 31/12/2020 conditions is ongoing. APO (By:12/2023) MUNICH At Munich Airport, CDO procedures are established and Completed - 100% Airport mainly used at night. 28/02/2009
Continuous Descent Operations (CDO) Timescales: ENV01 78% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDN - Nuremberg Airport At Nuernberg Airport, conventional CDO procedures are published. Design and implementation of CDO procedures under PBN conditions is ongoing. 31/12/2020 Due to low traffic load CDO procedures are possible at Nuernberg Airport but a systematic collection and analysis of data does not take place. ASP (By:12/2023) At Nuernberg Airport, conventional CDO procedures are Completed DFS published. Design and implementation of CDO - 78% 31/12/2020 procedures under PBN conditions is ongoing. APO (By:12/2023) Due to low traffic load CDO procedures are possible at Not NUREMBER Nuernberg Airport but a systematic collection and - % Applicable G Airport analysis of data does not take place. -
Continuous Descent Operations (CDO) Timescales: ENV01 77% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDS - Stuttgart Airport At Stuttgart Airport, conventional CDO procedures are published. Design and implementation 31/12/2023 of CDO procedures under PBN conditions is ongoing. ASP (By:12/2023) At Stuttgart Airport, conventional CDO procedures are Completed DFS published. Design and implementation of CDO - 78% 31/12/2020 procedures under PBN conditions is ongoing. APO (By:12/2023) CDO procedures are implemented at Stuttgart Airport. Ongoing STUTTGART Monitoring and performance measurement are not yet - 75% Airport 31/12/2023 possible for the Airport Operator.
LSSIP Year 2019 Germany - Level 1 98 Released issue Continuous Descent Operations (CDO) Timescales: ENV01 82% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services EDDV - Hannover Airport At Hannover Airport, conventional CDO procedures are published. Design and implementation 31/12/2020 of CDO procedures under PBN conditions is ongoing. ASP (By:12/2023) At Hannover Airport, conventional CDO procedures are Completed DFS published. Design and implementation of CDO - 78% 31/12/2020 procedures under PBN conditions is ongoing. APO (By:12/2023) HANNOVER Completed CDO procedures are implemented at Hannover Airport. - 100% Airport 31/12/2010
Collaborative Flight Planning Timescales: FCM03 100% Completed Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 Links: B0-NOPS | Key Feature: Optimised ATM Network Services - DFS is an integrated service provider and as well responsible for ATS en-route service to OAT flights. All functions required to support collaborative flight planning have been implemented in the current DFS ATS systems in 2012 and have been part of the NM test implementations. 30/11/2012 New agreed ICD requirements will be implemented. The status of the objective will therefore be maintained as "Completed"“. ASP (By:12/2017) All functions required to support collaborative flight Completed planning have been implemented in the current DFS ATS systems in 2012 and have been part of the NM test DFS - 100% implementations. New agreed ICD requirements will be 30/11/2012 implemented. The status of the objective will therefore be maintained as "Completed“".
Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 0% Planned Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 Key Feature: Optimised ATM Network Services - The implementation of Short Term ATFCM Measures (STAM) - phase 2 is planned to be finished 31/12/2021 within the timeframe of the objective. ASP (By:12/2021) The implementation of Short Term ATFCM Measures Planned (STAM) - phase 2 is planned to be finished within the timeframe of the objective. DFS Status of this implementation objective as related to the - 0% 31/12/2021 Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 99 Released issue Interactive Rolling NOP Timescales: FCM05 0% Planned Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 Links: B1-ACDM, B1-NOPS | Key Feature: Optimised ATM Network Services - Several implementation activities are ongoing in Germany. Full operational capability of 31/12/2021 Interactive rolling NOP is planned within the timeframe of the objective. ASP (By:12/2021) The implementation of Interactive rolling NOP is Planned planned to be finished within the timeframe of the objective. DFS Status of this implementation objective as related to the - 0% 31/12/2021 Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided. APO (By:12/2021) BERLIN Not The objective becomes applicable after the opening of BRANDENB - % Applicable BER Airport. URG Airport - The provision of airport slot information will be realized Planned via EUACA (European Airport Coordination Association). MUNICH The EUACA will establish a centralized platform to - 0% Airport 31/12/2020 collect the data from coordinated airports and deliver them to DDR. The provision of airport slot information will be realized Planned via EUACA (European Airport Coordination Association). DÜSSELDOR The EUACA will establish a centralized platform to - 0% F Airport 31/12/2021 collect the data from coordinated airports and deliver them to DDR. The airports are responsible for supporting the Not yet interactive rolling NOP by providing the necessary planned information via AOP within the timeframe of the objective. FRAPORT DFS collaborates with airports on AOP evolution. - 0% AG The provision of airport slot information will be realized - via EUACA (European Airport Coordination Association). The EUACA will establish a centralized platform to collect the data from coordinated airports and deliver them to DDR.
LSSIP Year 2019 Germany - Level 1 100 Released issue Traffic Complexity Assessment Timescales: FCM06 50% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B1-NOPS | Key Feature: Optimised ATM Network Services - DFS doesn’t differ between local Traffic Load Management Tool or Local Traffic Complexity 31/12/2021 tool. A Local ATFCM Tool is planned to be implemented between 2017 - 2021. ASP (By:12/2021) DFS local ATFCM tool receives, processes and integrates Ongoing EFD provided by Network Manager. Status of this implementation objective as related to the DFS - 50% Pilot Common Project is also provided via Deployment 31/12/2021 Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
Extended Flight Plan Timescales: FCM08 5% Ongoing Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 Links: B1-FICE | Key Feature: Enabling the Aviation Infrastructure - The implementation of Extended Flight Plan is planned to be finished within the timeframe of 31/12/2021 the objective. ASP (By:12/2021) The implementation of Extended Flight Plan is planned Ongoing to be finished within the timeframe of the objective. Status of this implementation objective as related to the DFS - 5% Pilot Common Project is also provided via Deployment 31/12/2021 Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 101 Released issue Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 1% Late Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 Key Feature: Enabling the Aviation Infrastructure - The eTOD regulatory framework is not yet established, as the policy has not been fixed. Various actions are ongoing to promote and ensure the availability of electronic terrain and obstacle data. 31/12/2022 During 2018, several meetings were held in order to implement a stringent eTOD policy and to identify the main issues. REG (By:05/2018) Various actions are ongoing to promote and ensure the Late availability of electronic terrain and obstacle data. The MoT connection between ADQ and eTOD is seen as an issue - 3% 31/12/2022 to the eTOD implementation. Terrain data are available in terms of Area 1 to 4 since 2019. ASP (By:05/2018) Not yet eTOD regulatory framework is not yet established, as DFS - 0% planned the policy has not been fixed. - eTOD regulatory framework is not yet established, as Not yet the policy has not been fixed. German MIL with its own planned MIL - 0% MAA, ASP, APO and data collection services has to - establish an eTOD regulatory framework. APO (By:05/2018) BERLIN Not The objective becomes applicable after the opening of BRANDENB - % Applicable BER Airport. URG Airport - Not yet MUNICH eTOD regulatory framework is not yet established, as - 0% planned Airport the policy has not been fixed. - Due to the fact that German eTOD regulatory Not yet framework is not yet established, planning activities planned FRAPORT have not started. The collection, management and - 0% AG provision of eTOD data is considered within an ADQ - project in cooperation of the ADV task force. The project is finished in the meantime. Not yet DÜSSELDOR eTOD regulatory framework is not yet established, as - 0% planned F Airport the policy has not been fixed. -
LSSIP Year 2019 Germany - Level 1 102 Released issue Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 10% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024 Links: B1-DATM, B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - Implementation activities for INF08.1 are ongoing at DFS. 31/12/2024 ASP (By:12/2024) Implementation activities for INF08.1 are ongoing at Ongoing DFS - 10% DFS. 31/12/2024 MIL (By:12/2024) The implementation of information exchange using the Not yet MIL SWIM Yellow TI Profile has not been planned yet for - % planned German MIL. - APO (By:12/2024) A B2B interface to the Network Manager will be Ongoing FRAPORT implemented, which is based on Swim Yellow TI Profile. - 10% AG 31/12/2024 It will serve the FPL exchange with NM. Not yet BER DUS Implementation not yet planned. - % planned MUC -
Aircraft Identification Timescales: ITY-ACID 92% Late Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Key Feature: Enabling the Aviation Infrastructure - DFS has declared the airspace FL100 and above as Mode S airspace. However, in many regions Mode S coverage is ensured even below FL100, sometimes down to ground. All relevant DFS systems are able to process the downlinked aircraft identification. Downlinked 31/12/2020 aircraft identification is in use for more than 50% of all flights in the German airspace. DFS has declared 8 international airports as Mode S airport: Bremen, Hannover, Leipzig, Berlin- Schönefeld, Berlin-Tegel, Düsseldorf, Frankfurt/Main and München. ASP (By:01/2020) DFS has declared the airspace FL100 and above as Mode Late S airspace. However, in many regions Mode S coverage is ensured even below FL100, sometimes down to ground. All relevant DFS systems are able to process the DFS downlinked aircraft identification. Downlinked aircraft - 92% 31/12/2020 identification is in use for more than 50% of all flights in the German airspace. DFS has declared 8 international airports as Mode S airport: Bremen, Hannover, Leipzig, Berlin-Schönefeld, Berlin-Tegel, Düsseldorf, Frankfurt/Main and München.
LSSIP Year 2019 Germany - Level 1 103 Released issue 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: ITY-ADQ 70% Late 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 Links: B0-DATM | Key Feature: Enabling the Aviation Infrastructure - The ADQ implementation in Germany is ongoing. Due to the late availability of means of compliance for the ADQ Implementing Rule as well as industry's lack of providing reliable COTS software solutions in due time, Germany is unable to comply with the dates set in this regulation. Respective information has been published in the German AIP. In the area of 31/12/2029 responsibility of the DFS, new aeronautical data is processed according to the requirements of EU Regulation 73/2010. The fulfilment of the requirements of EU Regulation 73/2010 cannot be assured for data that was already collected before the introduction of the new ADQ compliant procedures. These data will be updated in the normal update process of the data. REG (By:06/2017) Late NSA For the NSA part, see the MoT comment. - 20% 31/12/2021 ANSP, states, airports and surveyors are informed about Late the IR on Aeronautical Data Quality and its deadlines. ADQ implementation in Germany is ongoing. Due to the MoT late availability of means of compliance for the ADQ - 20% 31/12/2021 Implementing Rule Germany was unable to comply with the first dates set in the regulation. Respective information has been published in the German AIP. ASP (By:06/2017) The ADQ implementation project in DFS is completed. Late New aeronautical data is processed according to the requirements of 73/2010. This statement cannot be AIM Task made for data that was already collected before the Force / DFS 91% introduction of the new procedures. These data will be FABEC AIM 31/12/2029 updated in the normal update process of the data. Task Force Respective information has been published in the German AIP. APO (By:06/2017) BERLIN Not The objective becomes applicable after the opening of BRANDENB - % Applicable BER Airport. URG Airport - MUNICH Completed Munich Airport completed all SLoAs of the objective. - 100% Airport 31/12/2019 Duesseldorf Airport has started to work on the ADQ Late matter. DÜSSELDOR The German Airports Association (ADV) and the - 16% F Airport Association of Regional Airports (IDRF) have created a 31/12/2020 task force to deal with the requirements of the ADQ Implementing Rule. FRAPORT Completed Fraport completed all SLoAs of the objective. - 100% AG 31/12/2017
LSSIP Year 2019 Germany - Level 1 104 Released issue Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 100% Completed ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 Links: B0-TBO | Key Feature: Enabling the Aviation Infrastructure - Data link functions are provided in accordance with DLS IR. The respective ATS system is 31/12/2013 upgraded accordingly. REG (By:02/2018) ANSPs within the area of responsibility of the BAF Completed (German NSA) are informed about new applicable NSA - 100% regulations. Information about the implementation 31/12/2013 status is part of the national oversight process. ASP (By:02/2018) iCAS (iTEC Completed Data link functions are provided in accordance with DLS Center DFS IR in Karlsruhe UAC. Training programs and operations 100% Automation 31/12/2012 manuals are available and in use. System) MIL (By:01/2019) Systems procurement by the military differs from the Completed civil stakeholders, in particular as regards budgetary constraints, political decisions, longer procurement cycles and no fleet management, enabling the military to buy COTS products. These shortcomings may cause MIL - 100% delays. According Art 3, para 5, of EU 29/2009 German 28/02/2013 MoD decided to equip new transport aircraft A 400 M with AGDL, however VDL Mode 2 Standard, according Annex 4, Part B will be available with system upgrade SOC 3 in 2019.
LSSIP Year 2019 Germany - Level 1 105 Released issue 8,33 kHz Air-Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 ITY-AGVCS2 55% Late 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 Key Feature: Enabling the Aviation Infrastructure - The implementation of air-ground voice channel spacing requirements below FL195 in Germany is ongoing and planned to be finished in 2022. Measures to be taken to ensure the finalisation of frequency conversion by end of 2020 31/12/2022 (approx. 9 sites remaining to be finalized in 2020) and the relevant frequencies to be converted. REG (By:12/2018) Following Annex II of Commission Regulation (EU) No Late 677/2011 - The radio frequency function-, Part A, Germany has nominated the NSA as the national NSA frequency manager. The NSA assures that aeronautical - 62% 31/12/2020 frequency assignments are made, modified and published in accordance with EU regulations. The correct and efficient usage is ensured as well. Late MIL See State comment. - 13% 31/12/2022 ASP (By:12/2018) Late MIL See State comment. - 25% 31/12/2020 DFS plans to finish the implementation of air-ground Late voice channel spacing requirements below FL195 by end RASUM 8.33 of 2020. The task of the DFS project RASUM 8.33 is to (Radio Site upgrade relevant radio sites based on DFS product DFS Upgrade and 82% management requirements. Other related topics like the 31/12/2020 Modernisati upgrade/renewal of automated direction finders, on) contingency radio sites for TWR and CC purposes are the tasks of DFS product management, as well. MIL (By:12/2020) It is planned to have all military aircraft equipped Late MIL - 25% according the relevant requirements until 2022. 31/12/2022
LSSIP Year 2019 Germany - Level 1 106 Released issue APO (By:12/2018) The SLoAs APO01 and APO02 are considered as "Not Completed Applicable" for the airports because frequency management falls under the responsibility of the German ANSP and for the equipment of vehicles, DÜSSELDOR relevant airport areas are strictly restricted to vehicles - 100% F Airport 31/01/2012 that are properly equipped. The respective personnel are trained according to the requirements. All personnel operating aviation radios hold Radio telephony certificates, as it is mandatory in Germany. The SLoAs APO01 and APO02 are considered as "Not Completed Applicable" for the airports because frequency management falls under the responsibility of the German ANSP and for the equipment of vehicles, FRAPORT relevant airport areas are strictly restricted to vehicles - 100% AG 31/01/2012 that are properly equipped. The respective personnel are trained according to the requirements. All personnel operating aviation radios hold Radio telephony certificates, as it is mandatory in Germany. The SLoAs APO01 and APO02 are considered as "Not Completed Applicable" for the airports because frequency management falls under the responsibility of the German ANSP and for the equipment of vehicles, MUNICH relevant airport areas are strictly restricted to vehicles - 100% Airport 31/01/2012 that are properly equipped. The respective personnel are trained according to the requirements. All personnel operating aviation radios hold Radio telephony certificates, as it is mandatory in Germany. BERLIN Not The objective becomes applicable after the opening of BRANDENB - % Applicable BER Airport. URG Airport -
LSSIP Year 2019 Germany - Level 1 107 Released issue 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 ITY-FMTP 60% Late 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 Links: B0-FICE, B1-FICE | Key Feature: Enabling the Aviation Infrastructure - The German implementation of FMTP is ongoing. The upgrade of DFS systems to TCP/IPv6 in accordance with the SES-IR 633/2007 is completed. Depending on the ability of neighbouring partners to support FMTP, the system is put into service. The relevant oversight processes are established and for the military FMTP will be 31/12/2022 implemented further to the procurement of ASR-S until 2022. Air Defence Control Units are foreseen for the establishment of procedures for notification, coordination, and transfer of the flights between military and civil ATS units ASP (By:12/2014) Late MIL See State comment. - 30% 31/12/2022 Upgrade of DFS systems to TCP/IPv6 in accordance with iCAS (iTEC Completed the SES-IR 633/2007 is completed. Depending on the Center DFS 100% ability of neighbouring partners to support FMTP, the Automation 31/12/2014 system is put into service. System) MIL (By:12/2014) FMTP will be implemented further to procurement of Late MIL - 10% ASR-S. 31/12/2022
LSSIP Year 2019 Germany - Level 1 108 Released issue Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 75% Late EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 Links: B0-ASUR | Key Feature: Enabling the Aviation Infrastructure - For the German NSA and for DFS the implementation of the requirements derived from Regulation (EU) No 1207/2011 is completed. Most of the military aircraft are equipped with Mode-S Elementary Surveillance. An exemption 31/12/2026 regulation is agreed with the German NSA. Most of the military transport-type State aircraft are equipped with ADS-B. The requirements for the German military are planned to be implemented until 2026. REG (By:02/2015) The acceptance of safety assessments for changes is Completed NSA - 100% part of the oversight process. 31/12/2012 ASP (By:02/2015) The implementation of the requirements derived from Completed Regulation (EU) No 1207/2011 is completed. The DFS conduction of safety assessments for changes is part of - 100% 31/12/2013 the DFS Safety Management System and training programmes are updated. MIL (By:06/2020) Most of the military aircraft are equipped with Mode-S Late Elementary Surveillance. An exemption regulation is agreed with the German NSA. Most of the military MIL - 33% transport-type State aircraft are equipped with ADS-B. 31/12/2026 Military transport-type State aircraft A400M is not yet equipped but will be upgraded until 2026.
LSSIP Year 2019 Germany - Level 1 109 Released issue RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 55% Ongoing One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 Links: B0-CCO, B0-CDO, B1-RSEQ | Key Feature: Advanced Air Traffic Services - The concept for RNAV 1 implementation has been finished in 2017 and the first RNAV 1 procedures at Frankfurt/Hahn Airport have been implemented in the same year. In 2020, the next package of procedures for the airports of Hamburg (EDDH), Hamburg/Finkenwerder (EDHI), Luebeck (EDHL) and Kiel (EDHK) will be implemented. 06/06/2030 There are no military aerodromes with P-RNAV procedures. Only aircraft of the MOD special air transport wing (Flugbereitschaft BMVg) are equipped with RNAV equipment. Respective aircrews are trained in RNAV TMA procedures. REG (By:06/2030) The transition plan for PBN in ANS provision is being Ongoing developed by the ANS-provider in coordination with the NSA NSA. The transition plan is planned to be finished by the - 10% 30/06/2021 end of 2020. Final verification is to take place shortly afterwards. ASP (By:06/2030) The concept for RNAV 1 implementation has been Ongoing finished in 2017 and the first RNAV 1 procedures at Frankfurt/Hahn Airport have been implemented in the DFS same year. In 2020, the next package of procedures for - 61% 06/06/2030 the airports of Hamburg (EDDH), Hamburg/Finkenwerder (EDHI), Luebeck (EDHL) and Kiel (EDHK) will be implemented.
RNP 1 in TMA Operations Timescales: Start: 07/08/2018 NAV03.2 46% Ongoing All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - Currently for SIDs and approaches, the implementation is ongoing. There are no plans to 06/06/2030 implement RNP 1 arrival procedures in TMA operations. REG (By:06/2030) The transition plan for PBN in ANS provision is being Ongoing developed by the ANS-provider in coordination with the NSA NSA. This coordination was kicked-off in 12/2018. The - 10% 30/06/2021 document is planned to be finished by the end of 2020. Final verification is to take place shortly afterwards. ASP (By:06/2030) Currently for SIDs and approaches, the implementation Ongoing is ongoing. There are no plans to implement RNP 1 arrival procedures in TMA operations. DFS Status of this implementation objective as related to the - 53% 06/06/2030 Pilot Common Project is also provided via Deployment Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
LSSIP Year 2019 Germany - Level 1 110 Released issue RNP Approach Procedures to instrument RWY Timescales: Initial operational capability: 01/06/2011 Instrument RWY ends without precision approach in EU SES States, at NAV10 Non-PCP airports: 03/12/2020 55% Ongoing Instrument RWY ends served by precision approach (including PCP airports): 25/01/2024 Instrument RWY ends without precision approach in EU SES States, at PCP airports: 25/01/2024 Links: B0-APTA | Key Feature: Advanced Air Traffic Services - APV/Baro and/or APV/SBAS procedures are published and implemented in accordance with 25/01/2024 ICAO Assembly resolution A37-11. REG (By:01/2024) Germany has published relevant regulatory material on Completed MoT/NSA - 100% APV procedures for aircraft operators. 30/04/2011 The transition plan for PBN in ANS Provision is being Ongoing developed by the ANS-provider in coordination with the NSA NSA. The transition plan is planned to be finished by the - 10% 30/06/2021 end of 2020. Final verification is to take place shortly afterwards. ASP (By:01/2024) APV/Baro and/or APV/SBAS procedures are published Ongoing DFS and implemented in accordance with ICAO Assembly - 55% 25/01/2024 resolution A37-11.
ATS IFR Routes for Rotorcraft Operations Timescales: Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes above FL150, where established.: 03/12/2020 One rotorcraft RNP0.3, RNP01 or RNAV1 SID and STAR per instrument Not NAV12 % RWY, where established.: 25/01/2024 Applicable Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes below FL150, where established.: 25/01/2024 All rotorcraft RNP0.3, RNP01 or RNAV1 SIDs and STARs per instrument RWY, where established.: 06/06/2030 Links: B1-APTA | Key Feature: Advanced Air Traffic Services - This objective is reported, as “Not Applicable” because for the time being there is no intention - to implement ATS IFR routes (LLR) for rotorcraft operations. REG (By:06/2030) Not NSA - - % Applicable - ASP (By:06/2030) This objective is reported, as “Not Applicable” because Not DFS for the time being there is no intention to implement - % Applicable ATS IFR routes (LLR) for rotorcraft operations. -
LSSIP Year 2019 Germany - Level 1 111 Released issue Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 Key Feature: High Performing Airport Operations - The required actions for the improvement of runway safety by preventing runway excursions 31/12/2013 are considered completed for DFS and the reported airports. REG (By:01/2018) The required actions for the improvement of runway Completed NSA safety by preventing runway excursions have been - 100% 31/12/2013 finished by 12/2013. ASP (By:12/2014) Regarding the DFS as main service provider, the Completed European Action Plan for the Prevention of Runway Excursions (EAPPRE) has been examined. The relevant recommendations in section 3 are covered by existing procedures and measures (e.g. Local Runway Safety Teams; adherence to ICAO provisions; Safety Training and Briefings). Their implementation is monitored and documented in a database. DFS For the military, the objective is considered as "Not - 100% 31/12/2013 Applicable" because the European Action Plan for the Prevention of Runway Excursions is not mandatory for the Military. Nevertheless, military aerodromes have a military flight safety committee and the practices and procedures relating to runway operations are in compliance with ICAO provisions. Where military necessity requires different handling, it may be possible to deviate from ICAO provisions. APO (By:12/2014) BERLIN Not The objective becomes applicable for BER only after the BRANDENB - % Applicable opening of BER Airport. URG Airport - The implementation of the appropriate parts of the Completed MUNICH European Action Plan for the prevention of Runway - 100% Airport 31/07/2010 Excursions is completed for the reported airports. The implementation of the appropriate parts of the Completed DÜSSELDOR European Action Plan for the prevention of Runway - 100% F Airport 31/12/2013 Excursions is completed for the reported airports. The implementation of the appropriate parts of the Completed FRAPORT European Action Plan for the prevention of Runway - 100% AG 31/12/2013 Excursions is completed for the reported airports.
LSSIP Year 2019 Germany - Level 1 112 Released issue Additional Objectives for ICAO ASBU Monitoring
Direct Routing Timescales: AOM21.1 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - Direct Routing has been implemented in German airspace. 31/12/2015 ASP (By:12/2017) Direct Routing has been implemented in German Completed airspace. Status of this implementation objective as related to the DFS - 100% Pilot Common Project is also provided via Deployment 31/12/2015 Programme Monitoring View. DFS considers this as double reporting, which should be avoided.
Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations ATC02.2 Timescales: 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 Links: B0-SNET | Key Feature: Advanced Air Traffic Services - STCA level 2 is effectively implemented in all German UAC/ACCs. German APP units, which are responsible for TMAs, are integrated in the ACCs. Eurocontrol specifications have the value of an AMC and, therefore, will not be made mandatory by the REG Authority. 31/12/2008 Specifications are subject to safety oversight by BAF. Any new safety significant changes to the existing system must meet the requirements of EC Regulation 1315/2007 and are assessed by BAF prior to putting into service. ASP (By:01/2013) STCA level 2 is implemented in all German UAC/ACCs. Completed DFS German APP units, which are responsible for TMAs, are - 100% 31/12/2008 integrated in the ACCs.
LSSIP Year 2019 Germany - Level 1 113 Released issue Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 Links: B0-ACAS | Key Feature: Advanced Air Traffic Services - ACAS monitoring system is in place. The CAA has evidence on the status of compliance with regulatory provisions for ACAS II (TCAS 7.1) for aircraft and aircraft operators in the State of Registry under the NSA oversight. 31/12/2015 The German military is regarding the implementation of this objective with the procurement of new transport-type aircraft. The delivery of the A 400 M started in 2014. REG (By:12/2015) The CAA has evidence on the status of compliance with Completed regulatory provisions for ACAS II (TCAS 7.1) for aircraft NSA - 100% and aircraft operators in the State of Registry under the 30/11/2011 NSA oversight. ASP (By:03/2012) Completed DFS ACAS monitoring system is in place. - 100% 31/08/2010 MIL (By:12/2015) With the procurement of new transport-type aircraft, Completed the objective is regarded. The new A 400 M transport MIL - 100% aircraft is delivered starting 2014 with a compliant ACAS 31/12/2015 equipment.
Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 Links: B0-NOPS | Key Feature: Optimised ATM Network Services - The ETFMS Programme consists of 4 phases (milestones). Germany is participating in Phase 1, the adaptation of ATS systems to provide data to ETFMS. This work is currently on time: reception and processing of ATFM data and provision of information on flight activation is implemented in the STANLY System, which connects all German ACCs with the CFMU. There is an intention to provide additional data. The primary benefit will be the optimised utilisation of 31/12/2006 unused capacity through a better availability of information in the CFMU (CFMU will be able to take ATFM decisions based on actual traffic rather than planned traffic), with additional safety benefits and the reduction of costs by reduced delays. ATFM measures from the CFMU apply only for GAT, which lies in the responsibility of the DFS. In case of military flights are concerned the information will be shared by the DFS. ASP (By:07/2014) Completed DFS Same as in the overall comment. - 100% 31/12/2006
LSSIP Year 2019 Germany - Level 1 114 Released issue 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 ITY-COTR initial coordination processes: 27/07/2006 91% Late 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 Links: B0-FICE | Key Feature: Advanced Air Traffic Services - FDP systems capable of providing information required for display, processing and compilation of exchanged system information are implemented at all DFS Control Centres. OLDI messages ABI and ACT/ are in operational use. The messages REV and MAC are technically available. Stepwise introduction will be achieved in cooperation between adjacent ATC units. Due to the existing civil-military integration flight data, BFD/CFD is only provided for information purposes to air defence units. The data link supporting OLDI messages LOF/NAN are implemented. 31/12/2022 For the regulator the service providers are responsible for developing safety assessments and actions are subject to the regulatory safety oversight. For the military, the implementation of a ground-ground automated co-ordination process is aligned with initial operation of ASR-S. The first 14 systems of ASR-S were taken into operation by the end of 2019. ASP (By:12/2012) FDP systems capable of providing information required Completed for display, processing and compilation of exchanged system information are implemented at all DFS Control Centres. OLDI messages ABI and ACT/ are in operational use. The messages REV and MAC are technically DFS available. Stepwise introduction will be achieved in - 100% 31/12/2012 cooperation between adjacent ATC units. Due to the existing civil-military integration, flight data BFD/CFD is only provided for information purposes to air defence units. The data link supporting OLDI messages LOF/NAN are implemented. MIL (By:12/2012) With the rollout of ASR-S, military ATS units will be able Late to send ACT messages to DFS centres according to OLDI standards. The first 14 systems of ASR-S were taken into operation by the end of 2019. However, the capability of MIL exchanging OLDI messages is linked to the electronic - 10% 31/12/2022 control strip function, which could not be realised with the first systems of ASR-S. It is expected, that this function will be developed and become operational in 2022.
LSSIP Year 2019 Germany - Level 1 115 Released issue Local Objectives
Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area.
Remote Tower Services AOP14 10% Ongoing Applicability and timescale: Local Links: B1-RATS | Key Feature: High Performing Airport Operations EDDC - Dresden Airport The implementation of Remote Tower Services for Dresden Airport is ongoing and planned to be finished at the end of 2022. 31/12/2022 The Services will be provided from Leipzig, where the DFS Remote Tower Centre is located.
Remote Tower Services AOP14 25% Ongoing Applicability and timescale: Local Links: B1-RATS | Key Feature: High Performing Airport Operations EDDE - Erfurt-Weimar Airport The implementation of Remote Tower Services for Erfurt Airport is ongoing and planned to be finished in March 2021. 31/03/2021 The Services will be provided from Leipzig, where the DFS Remote Tower Centre is located.
Remote Tower Services AOP14 100% Completed Applicability and timescale: Local Links: B1-RATS | Key Feature: High Performing Airport Operations EDDR - Saarbrucken Airport The implementation of Remote Tower Services for Saarbruecken Airport was finished in December 2018. 04/12/2018 The Services are provided from Leipzig, where the DFS Remote Tower Centre is located.
Enhanced traffic situational awareness and airport safety nets for the AOP15 vehicle drivers 100% Completed Applicability and timescale: Local Links: B2-SURF | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport Initial implementation and training of relevant personnel is complete. Rollout for use of multiple stakeholders is still ongoing. Current functionalities include moving map in vehicles, display of surrounding traffic (in movement areas) and provision of alerts to vehicle drivers. This includes alerts for potential or actual conflict with an aircraft or other vehicles, alerts for area infringement, notifications and 31/12/2019 directions to points of interest and simple route displays. Current users are fire brigade, marshallers and snow removal team Planned further functionalities for project are route and alert sharing with apron controller working position and the display (and functionalities) of temporary restrictions.
Enhanced traffic situational awareness and airport safety nets for the Not yet AOP15 vehicle drivers % planned Applicability and timescale: Local Links: B2-SURF | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport For the time being, at Duesseldorf Airport there are no plans for enhanced traffic situational - awareness and airport safety nets for vehicle Drivers.
LSSIP Year 2019 Germany - Level 1 116 Released issue Enhanced traffic situational awareness and airport safety nets for the Not yet AOP15 vehicle drivers % planned Applicability and timescale: Local Links: B2-SURF | Key Feature: High Performing Airport Operations EDDM - München Airport Munich Airport regards this activity as absolutely useful, however, no action has been started - on this yet.
Guidance assistance through airfield ground lighting Not yet AOP16 % Applicability and timescale: Local planned Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport For the time being, at Frankfurt Airport there are no plans for additional guidance assistance through airfield ground lighting. - Since objective AOP13 (Automated Assistance to Controller for Surface Movement Planning and Routing) is a pre-requisite for AOP16, no actions are planned yet.
Guidance assistance through airfield ground lighting Not yet AOP16 % Applicability and timescale: Local planned Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport For the time being, at Duesseldorf Airport there are no plans for additional guidance assistance through airfield ground lighting. - Since objective AOP13 (Automated Assistance to Controller for Surface Movement Planning and Routing) is a pre-requisite for AOP16 no actions are planned yet.
Guidance assistance through airfield ground lighting Not AOP16 % Applicability and timescale: Local Applicable Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EDDM - München Airport Guidance assistance through airfield ground lighting is a favourable solution at least in low- visibility conditions. Due to the fact that a respective project has been paused the objective is - set to "Not Applicable" for the time being.
Provision/integration of departure planning information to NMOC Not AOP17 % Applicability and timescale: Local Applicable Links: B1-ACDM, B1-NOPS | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport The local objective should be considered as not applicable for the airports that already deployed A-CDM or plan to deploy A-CDM in near future. - DFS considers provision/integration of departure planning information to NMOC as completed.
Provision/integration of departure planning information to NMOC Not AOP17 % Applicability and timescale: Local Applicable Links: B1-ACDM, B1-NOPS | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport The local objective should be considered as not applicable for the airports that already deployed A-CDM or plan to deploy A-CDM in near future. - DFS considers provision/integration of departure planning information to NMOC as completed.
LSSIP Year 2019 Germany - Level 1 117 Released issue Provision/integration of departure planning information to NMOC Not AOP17 % Applicability and timescale: Local Applicable Links: B1-ACDM, B1-NOPS | Key Feature: High Performing Airport Operations EDDM - München Airport The local objective should be considered as not applicable for the airports that already deployed A-CDM or plan to deploy A-CDM in near future. - DFS considers provision/integration of departure planning information to NMOC as completed.
Runway Status Lights (RWSL) Not yet AOP18 % Applicability and timescale: Local planned Links: B2-SURF | Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport Implementation of Runway Status Lights is not planned yet. -
Runway Status Lights (RWSL) Not yet AOP18 % Applicability and timescale: Local planned Links: B2-SURF | Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport For the time being, at Duesseldorf Airport there are no plans for additional Runway Status - Lights (RWSL).
Multi-Sector Planning En-route - 1P2T Not yet ATC18 % Applicability and timescale: Local planned Key Feature: Advanced Air Traffic Services - DFS does not plan to implement Multi Sector Planning function at its Control Centres. -
Enhanced AMAN-DMAN integration Not yet ATC19 % planned Applicability and timescale: Local Links: B2-RSEQ | Key Feature: Advanced Air Traffic Services - For the time being there are no plans for Enhanced AMAN-DMAN Integration. -
Enhanced STCA with down-linked parameters via Mode S EHS ATC20 100% Completed Applicability and timescale: Local Links: B1-SNET | Key Feature: Advanced Air Traffic Services - Enhancement of the STCA with selected flight level (SFL) information down-linked from the 13/12/2019 suitably equipped aircraft via the Mode-S EHS is available.
Airport Collaborative Environmental Management Not ENV02 % Applicability and timescale: Local Applicable Key Feature: High Performing Airport Operations EDDB - Berlin - Brandenburg International Airport The objective becomes applicable after the opening of BER Airport. Germany has a strict federal legislation on protection against aviation noise. In this context, Noise Abatement Commissions are established at airports where, inter alia, the environmental - impact of air traffic procedures is being discussed. Environmental implications of aircraft operations are also part of the initial tower controller training.
LSSIP Year 2019 Germany - Level 1 118 Released issue Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations EDDF - Frankfurt Airport Germany has a strict federal legislation on protection against aviation noise. In this context, Noise Abatement Commissions are established at airports where, inter alia, the environmental 31/12/2012 impact of air traffic procedures is being discussed. Environmental implications of aircraft operations are also part of the initial tower controller training.
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations EDDL - Düsseldorf Airport Germany has a strict federal legislation on protection against aviation noise. In this context, Noise Abatement Commissions are established at airports where, inter alia, the environmental 31/01/2013 impact of air traffic procedures is being discussed. Environmental implications of aircraft operations are also part of the initial tower controller training.
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations EDDM - München Airport Germany has a strict federal legislation on protection against aviation noise. In this context, Noise Abatement Commissions are established at airports where, inter alia, the environmental 31/07/2007 impact of air traffic procedures is being discussed. Environmental implications of aircraft operations are also part of the initial tower controller training.
Continuous Climb Operations (CCO) ENV03 % Planned Applicability and timescale: Local Links: B0-CCO | Key Feature: Advanced Air Traffic Services EDDF - Frankfurt Airport New CCO procedures will be developed and verified from different points of view before implementing new operations at Frankfurt airport. DFS, as main service provider, in close cooperation with aircraft operators facilitates the 31/12/2021 techniques of continuous climb whenever practicable and workload permitting. The current practice is supplying a sufficient amount of capacity to satisfy operational needs of Air Traffic Control and airspace operators.
LSSIP Year 2019 Germany - Level 1 119 Released issue
6. Annexes
A. Specialists involved in the ATM implementation reporting for Germany
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
Assigned by the Federal LSSIP National Focal Point Supervisory Authority for Air Ralf REISER Navigation Services (BAF) Federal Supervisory Authority LSSIP Focal Point for NSA for Air Navigation Services André MÜHLIG (BAF) DFS Deutsche Flugsicherung LSSIP Focal Point for ANSP Ralf REISER GmbH Federal Ministry of Transport LSSIP Focal Point for Airport Department LF 15 and Digital Infrastructure (MoT) German Military Aviation LSSIP Focal Point for Military Benjamin SEVERIN Authority (LufABw)
Other Focal Points Organisation Name
DFS Deutsche Flugsicherung Ralf REISER Focal Point for U-space GmbH Angela KIES
LSSIP Year 2019 Germany - Level 1 120 Released issue B. National stakeholders organisation charts
Federal Ministry of Transport and Digital Infrastructure
Here below is an overview of the part of MoT, which manages ATM matters in Germany
LSSIP Year 2019 Germany - Level 1 121 Released issue Federal Ministry of Defence
LSSIP Year 2019 Germany - Level 1 122 Released issue Federal Supervisory Authority for Air Navigation Services
LSSIP Year 2019 Germany - Level 1 123 Released issue German Military Aviation Authority – (LufABw)
LSSIP Year 2019 Germany - Level 1 124 Released issue Federal Office of Civil Aviation - Civil Aviation Authority
LSSIP Year 2019 Germany - Level 1 125 Released issue DFS Management Organisation
LSSIP Year 2019 Germany - Level 1 126 Released issue Deutscher Wetterdienst DWD (Organisational chart with focus on Aeronautical Meteorology Services)
Link to the full DWD organisational chart on the DWD website: www.dwd.de/SharedDocs/downloads/EN/general/organisationchart.pdf
LSSIP Year 2019 Germany - Level 1 127 Released issue C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more
The table below (extracted from the MPL3 Progress Plan 2019) shows for each implementation objective, the links with the SESAR Key Features, Major ATM Changes, SESAR 1 Solutions, Deployment Program families, ICAO ASBU, EASA EPAS and AAS TP milestones.
SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature AOM13.1 - Harmonise OAT and GAT handling FRA & A-FUA - - - - -
B1-FRTO B1- AOM19.1 - ASM tools to support A-FUA FRA & A-FUA #31 3.1.1 - AM-1.8 NOPS B1-FRTO AOM19.2 - ASM management of real-time airspace data FRA & A-FUA #31 3.1.2 - AM-1.8 B1-NOPS B1-FRTO AOM19.3 - Full rolling ASM/ATFCM process and ASM FRA & A-FUA #31 3.1.3 B1-NOPS - AM-1.8 information sharing B2-NOPS AOM19.4 – Management of Pre-defined Airspace B1-FRTO FRA & A-FUA #31 3.1.4 - - Configurations B1-NOPS FCM03 - Collaborative flight planning ATFCM - 4.2.3 B0-NOPS - AM-1.14
*FCM04.1 – STAM phase 1 ATFCM - 4.1.1 - - -
FCM04.2 - STAM phase 2 ATFCM #17 4.1.2 - - AM-1.11
4.2.2 B1-ACDM B1- - FCM05 - Interactive rolling NOP NOP #20, #21 AM-1.12 4.2.4 NOPS - FCM06 - Traffic Complexity Assessment ATFCM #19 4.4.2 B1-NOPS AM-1.13
FCM07 - Calculated Take-off Time (CTOT) to Target 4.3.1 - ATFCM #18 B1-NOPS AM-1.9 Times for ATFCM Purposes 4.3.2 - FCM09 - Enhanced ATFM Slot swapping ATFCM #56 - B1-NOPS -
LSSIP Year 2019 Germany - Level 1 128 Released issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature 3.2.1 B0-FRTO - *AOM21.1 - Direct Routing Free Route #32 - 3.2.3 B1-FRTO - AM-1.6 3.2.1 AOM21.2 - Free Route Airspace Free route #33, #66 B1-FRTO AM-1.10 3.2.4 AM-5.1 B0-SNET - ATC02.8 - Ground based safety nets ATM Systems - 3.2.1 - B1-SNET B0-SNET ATC02.9 – Enhanced STCA for TMAs ATM Systems #60 - MST.030 - B1-SNET Enhanced - ATC07.1 - Arrival management tools - 1.1.1 B0-RSEQ - Arrival Seq - AM-1.15 ATC12.1 - MONA, TCT and MTCD ATM Systems #27, #104 3.2.1 B1-FRTO AM-5.1 Enhanced - ATC15.1 – Initial extension of AMAN to En-route - 1.1.2 B1-RSEQ - Arrival Seq Enhanced - ATC15.2 - Extension of AMAN to En-route #05 1.1.2 B1-RSEQ AM-1.3 Arrival Seq - ATC17 - Electronic Dialog supporting COTR Free Route - 3.2.1 - AM-1.3
- AM-4.3 ATC18 – Multi Sector Planning En-route – 1P2T Free Route #63 - - AM-5.1 Enhanced - ATC19 - Enhanced AMAN-DMAN integration #54 - B2-RSEQ - Arrival Seq ATC20- Enhanced STCA with down-linked parameters via - ATM Systems #69 - B1-SNET - Mode S EHS B0-CDO - ENV01 – Continuous Descent Operations PBN - - - B1-CDO - ENV03 – Continuous Climb Operations PBN - - B0-CCO -
B0-CDO RMT.0639 NAV03.1 – RNAV1 in TMA Operations PBN #62 - B0-CCO - RMT.0445 B1-RSEQ
LSSIP Year 2019 Germany - Level 1 129 Released issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations PBN #09, #51 B1-RSEQ - 1.2.4 RMT.0445 RMT.0639 1.2.1 NAV10 - RNP Approach Procedures to instrument RWY PBN #103 B0-APTA RMT.0445R - 1.2.2 MT.0643 NAV12 – ATS IFR Routes for Rotorcraft Operations PBN #113 - B1-APTA MST.031 -
- AOP04.1 - A-SMGCS Surveillance (former Level 1) Surface mgt #70 2.2.1 B0-SURF -
- AOP04.2 - A-SMGCS RMCA (former Level 2) Surface mgt - 2.2.1 B0-SURF -
Collaborative 2.1.1 B0-ACDM - AOP05 - Airport CDM #106 - Apt 2.1.3 B0-RSEQ Enhanced ops - B1-RSEQ AOP10 - Time Based Separation in vicinity of #64 2.3.1 - B2-WAKE rwy Collaborative - AOP11 - Initial Airport Operations Plan #21 2.1.4 B1-ACDM - Apt AOP12 - Improve RWY and Airfield safety with CATC 2.1.2 - Surface mgt #02 B2-SURF - detection and CMAC 2.5.1 B1-ACDM - AOP13 – Automated assistance to Controller for Surface #22 Surface mgt 2.4.1 B1-RSEQ - Movement planning and routing #53 B2-SURF #12, #71, AOP14 – Remote Tower Services Remote Tower - B1-RATS RMT.0624 - #52, #13 AOP15 - Enhanced traffic situational awareness and - Surface mgt #04 - B2-SURF - airport SNET for the vehicle drivers AOP16 - Guidance assistance through airfield ground B1-RSEQ - Surface mgt #47 - - lighting B2-DURF AOP17 - Provision/integration of departure planning Collaborative B1-ACDM - #61 - - information to NMOC Apt B1-NOPS
LSSIP Year 2019 Germany - Level 1 130 Released issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature - AOP18 - Runway Status Lights (RWSL) Surface mgt #01 - B2-SURF -
ENV02 – Airport Collaborative Environmental Collaborative - - - - - Management Apt Enhanced ops - NAV11 - Implement precision approach using GBAS CAT in vicinity of #55 - B1-APTA - II/III based on GPS L1 rwy MST.007 SAF11 - Improve runway safety by preventing runway Surface mgt - - - RMT.0570 - excursions RMT.0703 - COM10 - Migration from AFTN to AMHS CNS rat. - - - -
COM11.1 - Voice over Internet Protocol (VoIP) in En- - CNS rat. - 3.1.4 - AM-1.3 Route COM11.2 - Voice over Internet Protocol (VoIP) in - CNS rat. - - - - Airport/Terminal Pre-SWIM & 5.1.2 - COM12 - NewPENS - B1-SWIM - SWIM 5.2.1 Pre-SWIM & - FCM08 – Extended Flight Plan #37 4.2.3 B1-FICE AM-1.4 SWIM RMT.0703 Pre-SWIM & INF07 - Electronic Terrain and Obstacle Data (e-TOD) - 1.2.2 - RMT.0704 - SWIM RMT.0722 5.1.3, 5.1.4, 5.2.1, 5.2.2, INF08.1 - Information Exchanges using the SWIM Yellow Pre-SWIM & B1-DATM #35, #46 5.2.3, - AM-1.5 TI Profile SWIM B1-SWIM 5.3.1, 5.4.1, 5.5.1, 5.6.1
LSSIP Year 2019 Germany - Level 1 131 Released issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature 5.1.3, 5.1.4, INF08.2 - Information Exchanges using the SWIM Blue TI Pre-SWIM 5.2.1, B1-DATM #28, #46 - AM-9.1 Profile & SWIM 5.2.2, B1-SWIM 5.2.3, 5.6.2 Pre-SWIM B1-DATM - INF09 - Digital Integrated Briefing #34 - - & SWIM B1-SWIM - ITY-ACID - Aircraft identification CNS rat. - - - -
ITY-ADQ - Ensure quality of aeronautical data and Pre-SWIM RMT.0722 - 1.2.2 B0-DATM - aeronautical information & SWIM RMT.0477 6.1.1 ITY-AGDL - Initial ATC air-ground data link services Data link - 6.1.3 B0-TBO RMT.0524 AM-1.1 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground Voice Channel - CNS rat. - - - - Spacing below FL195 ITY-FMTP - Apply a common flight message transfer Pre-SWIM B0-FICE - - - AM-1.3 protocol (FMTP) & SWIM B1-FICE RMT.0679 ITY-SPI - Surveillance performance and interoperability CNS rat. - - B0-ASUR - RMT.0519 * AOM21.1 was achieved in 2017 and FCM04.1 was achieved in 2018, therefore they were removed from the Implementation Plan 2018/2019. They are kept in this table for traceability purposes. Legend: Objective’s link to SESAR Key Feature:
Optimised ATM Network Services High Performing Airport Operations
Advanced Air Traffic Services Enabling Aviation Infrastructure
LSSIP Year 2019 Germany - Level 1 132 Released issue D. Implementation of U-Space Services
This annex provides an overview of the current implementation progress and short to medium term planning information on the main elements underlying the provision of the 16 U-Space services enabling Very Low Level drones operations. Those elements are expected to be available in phases U1 (2019) to U3 (2025) as described in the European ATM Master Plan add-on: Roadmap for the safe integration of drones into all classes of airspace.
Phase Service Service Progress Implementation Comment Element Date U1 e-Registration Registration Planned 01-07-2020 Commission Implementing enforcement Regulation (EU) 2019/947 of implemented 24 May 2019 on the rules and procedures for the operation of unmanned aircraft U1 e-Registration Remote Planned 01-07-2020 Identification system add-on registration service available (i.e. device physical serial number) U1 e-Registration UA online Planned 01-07-2020 registration service available U1 e-Registration UAS operator Planned 01-07-2020 online registration service available U1 e-Registration UAS operator Planned 01-07-2020 registration procedure implemented (e.g. national registration number) U1 e- Authority in Planned 01-07-2020 No designated authority in Identification charge of Germany issuing and managing identification numbers (i.e. code allocation and coordination) established U1 e- E-identification Completed 31-12-2019 Identification plate in place Identification enforcement implemented
LSSIP Year 2019 Germany - Level 1 133 Released issue Phase Service Service Progress Implementation Comment Element Date U1 e- The Planned 01-07-2020 Identification identification service includes the localisation of the drones (i.e. position and time stamp) U1 Pre-tactical Geo-limitation Completed 31-12-2019 DFS Drone App geo-fencing database available U1 Pre-tactical Pre-defined Completed 31-12-2019 geo-fencing restricted areas implementation U1 Pre-tactical User access to Planned 31-12-2020 geo-fencing AIP and NOTAM provided (i.e. to feed drones embedded geofencing features) U2 Tactical geo- Geo-awareness Completed 31-12-2019 DFS Drone App fencing information available (e.g. geofence and flight restriction information provided up to the moment of take-off) U2 Tactical geo- Real-time pre- Planned 31-12-2020 UTM/Pro Version of DFS fencing defined Drone App restricted areas information data feed available U2 Tactical geo- Restricted area Planned 31-12-2020 UTM fencing infringement notification implemented (based on ownship data) U2 Flight planning Airspace Planned 31-12-2020 UTM management authorisation and flight planning approval processes available
LSSIP Year 2019 Germany - Level 1 134 Released issue Phase Service Service Progress Implementation Comment Element Date U2 Flight planning Automated Planned 31-12-2020 management flight plan validation capability available U2 Flight planning Digital Planned 31-12-2020 UTM management notification (i.e. digital NOTAM) capability available U2 Flight planning Flight plan Planned 31-12-2020 UTM management preparation/op timisation capabilities available U2 Flight planning Flight planning Planned 31-12-2020 UTM management support publications available (e.g. obstacles maps; population density maps; risk reduction) U2 Weather Collection of Planned 31-12-2020 UTM information weather information from different stakeholders implemented (including return of weather info drone to UTM) U2 Weather Hyperlocal Planned 31-12-2020 UTM information weather information available U2 Weather Low-altitude Planned 31-12-2020 UTM information wind forecasting information available U2 Weather Predictive Planned 31-12-2020 UTM information weather hazard alerts at planned drone mission sites available
LSSIP Year 2019 Germany - Level 1 135 Released issue Phase Service Service Progress Implementation Comment Element Date U2 Weather Real-time low- Planned 31-12-2020 UTM information altitude wind actual information available U2 Tracking Cooperative Planned 31-12-2020 UTM UAS positioning infrastructure available U2 Tracking Non- Planned 31-12-2021 Drone Detection System cooperative UAS tracking capabilities available (e.g. at airports; high value assets) U2 Tracking Real-time Planned 31-12-2020 UTM tracking capabilities available (e.g. location reports; data fusion from multiple sources) U2 Tracking Surveillance Planned 31-12-2020 UTM data exchange interface available (i.e. capability to exchange data among the tracking service and other services/system s) U2 Tracking Tracking data Planned 31-12-2020 UTM recording capability implemented U2 Monitoring Air situation Planned 31-12-2020 UTM monitoring capability available (depending on the level of tracking available. See U2 Tracking capabilities) U2 Monitoring Alert/Report Planned 31-12-2020 UTM line available
LSSIP Year 2019 Germany - Level 1 136 Released issue Phase Service Service Progress Implementation Comment Element Date U2 Monitoring Flight non- Planned 31-12-2020 UTM conformance detection capability available U2 Monitoring Non- Planned 31-12-2021 Drone Detection System cooperative with UTM drones identification capability available to law enforcement, regulatory authority and service providers U2 Monitoring Provision of Planned 31-12-2020 UTM traffic information to UAS operators implemented U2 Monitoring Restricted area Planned 31-12-2020 UTM infringement detection capability available (based on surveillance data) U2 Drone UTM-relevant Completed 31-12-2019 AIM aeronautical dynamic information aeronautical management data available (i.e. provision of information to geofencing and mission planning services) U2 Drone UTM-relevant Completed 31-12-2019 AIM aeronautical static information aeronautical management data available U2 Procedural ATC/UAS Completed 31-12-2019 interface with coordination ATC procedures defined according to airspace classification
LSSIP Year 2019 Germany - Level 1 137 Released issue Phase Service Service Progress Implementation Comment Element Date U2 Procedural Emergency and Completed 31-12-2019 interface with contingency ATC procedures implemented U2 Procedural Flight Completed 31-12-2019 interface with notification ATC procedures to nearby airports operators (i.e. AFIS; ATC; FIS) implemented U2 Procedural Pre-tactical Planned 31-12-2020 interface with controlled ATC airspace access coordination processes available U2 Procedural Rules Planned 31-12-2020 interface with awareness ATC service adapted to specific areas, time, type of operations U2 Procedural UAS access Planned 31-12-2020 interface with conditions ATC prescription (for specific volumes of airspace) implemented U2 Emergency Emergency Completed 31-12-2019 management alert line available U2 Emergency Provision of Planned 31-12-2020 management assistance information to UAS operator in case of emergency implemented U2 Strategic de- Manned- Not yet confliction unmanned Planned aircraft deconfliction capability available
LSSIP Year 2019 Germany - Level 1 138 Released issue Phase Service Service Progress Implementation Comment Element Date U2 Strategic de- Pre-flight Not yet confliction information Planned provision involving de- confliction management function U2 Strategic de- Strategic de- Planned 31-12-2020 UTM confliction confliction capabilities based on mission plans analysis (e.g. conflicts identification; solution proposal) available U3 Dynamic geo- Data-link Planned 31-12-2020 UTM fencing connectivity to geofencing function implemented (e.g. through dedicated web service) U3 Dynamic geo- Live dynamic Planned 31-12-2020 UTM fencing restricted areas information data feed available for real-time flight path adjustments U3 Dynamic geo- Up-to-date Planned 31-12-2020 UTM fencing guidance information including safety concerns (e.g. forest fires; major events; VIP travel) provided U3 Collaborative ATC alert Planned 31-12-2021 Interface with notification ATC implemented U3 Collaborative Global air Completed 31-12-2019 Interface with situation ATC monitoring capabilities available
LSSIP Year 2019 Germany - Level 1 139 Released issue Phase Service Service Progress Implementation Comment Element Date U3 Tactical de- de-confliction Planned 31-12-2020 USSP not yet clearly defined confliction management yet. information transmission from the USSP to the UAS U3 Tactical de- de-confliction Planned 31-12-2020 UTM confliction management information transmission in real-time U3 Dynamic Airspace Planned 31-12-2020 UTM capacity capacity management monitoring capability available U3 Dynamic Management Planned 31-12-2020 UTM capacity for capacity due management to non-nominal occurrences, such as weather hazards or emergency situations U3 Dynamic UAS traffic Planned 31-12-2020 UTM capacity complexity management assessment capability available U3 Dynamic demand and Planned 31-12-2020 UTM capacity capacity management management implemented U3 Dynamic near-real-time Planned 31-12-2020 UTM capacity flight management authorization capability available
LSSIP Year 2019 Germany - Level 1 140 Released issue E. SESAR Solutions implemented in a voluntary way1
These SESAR Solutions are not included yet in the ATM MP L3 Plan. EUROCONTROL is tasked by the SJU to identify the implementation progress of functionalities corresponding to validated SESAR Solutions published in the SJU Solutions Catalogue (https://www.sesarju.eu/newsroom/brochures- publications/sesar-solutions-catalogue), for which there is no implementation Objective (yet) in the ATM MP L3 Plan. This will allow to identify early movers and to gauge the interest generated by some of these functionalities, with the view of potentially addressing them with new Implementation Objectives in the ATM MPL3 Plan. A facilitated questionnaire using the existing ATM MP L3 / LSSIP methodology is added to capture information on non- committed SESAR solutions. For practical reasons, since the LSSIP 2017 cycle the questionnaire is included in the LSSIP Annex.
Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification
High Performing Airport Operations
Use of data link communications between the Tower Controllers and the flight crew D-TAXI service during surface movement. for controller- It is based on the D-TAXI service from the pilot datalink CPDLC application, as standardised by #23 N N communicatio RTCA SC214/EUROCAE WG78 (DO-350 & ns (CPDLC) DO-351). It also includes the access to this application service for end users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. In low visibility conditions, the tower controller working positions are provided with Virtual Stop Bars (VSB) to improve low visibility operations and enhance Virtual block controllers¿ situational awareness. control in low Virtual Stop Bars can be used by the #48 visibility controller to reduce block-sizes once N N procedures procedural control applies. Additional (LVPs) controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog).
1 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.
LSSIP Year 2019 Germany - Level 1 141 Released issue Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de-icing operations are no longer characterised by the A-CDM concept as ‘adverse conditions’, i.e. a state that is in De-icing need of collaborative recovery Y - Unknown - #116 management procedures, but rather a part of normal At A-CDM airports To be implemented by airport tool operations in the winter period. The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de-icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing. The SESAR Solution “Reducing landing minima in low visibility conditions using enhanced Flight vision systems (EFVS)” is intended for flight crews, and corresponds to the use of EFVS visual based technologies displayed in HUD or Reducing an equivalent display system. The Landing objective is to provide operational credit Minima in in approach as permitted per EASA EU Low Visibility 965/2012 and its coming amendments Conditions (NPA 2018-06 AWO) to face to Low #117 N N using visibility conditions. Enhanced Flight Vision Enabling EFVS operations with Systems operational credits provides a greater (EFVS) availability of suitable destination and alternate aerodromes during periods of reduced visibility.
This effectively reduces the number of weather-related delays, cancellations or diversions of flights to CAT II/III
LSSIP Year 2019 Germany - Level 1 142 Released issue Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification aerodromes, permits shorter routings and reduced fuel costs, a faster return to scheduled operations, and less passenger inconveniences.
A unique advantage of the EFVS on board solution is that it is mainly supported by the aircraft system instead of airports and the need of complex and costly ground infrastructures as those implemented in CATII/III airports.
From a global ATM network standpoint, the EFVS operation allows to retain traffic at most of secondary aerodromes by providing operational credit at most of runway ends with precision or non- precision landing minima (LPV, LNAV/ VNAV, ILS CAT1,…). The operational credit provided by EFVS is particularly important regarding secondary aerodromes because they usually have CAT1 or higher than CAT 1 RVR ¿ DA/DH minima and are therefore potentially more frequently impacted by adverse weather conditions.
In addition, EFVS capability is a key operational advantage more especially for the business aviation community that is mainly composed of small/ medium operators with limited resources and operating frequently at small/ medium airports. Beyond operational credit, the Vision Systems such as the EFVS improves situational awareness in all weather conditions for all operators at all airports contributing supporting decision-making and increasing safety margin all the time.
Advanced Air Traffic Services
The CTA (Controlled Time of Arrival) is an Controlled ATM imposed time constraint on a time of arrival defined point associated with an arrival (CTA) in runway, using airborne capabilities to medium- #06 improve arrival management. When a N N density/ time constraint is needed for a flight, the medium- ground system may calculate a CTA as complexity part of the arrival management process, environments and then it may be proposed to the flight
LSSIP Year 2019 Germany - Level 1 143 Released issue Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification for achievement by avionics within required accuracy. Airborne information may be used by the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA.
The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into Arrival different airports by calculating the Y - management sequence of aircraft flying towards an #08 In TMA of EDDL N into multiple area where their routes intersect. By and EDDK airports imposing an adequate spacing of the aircraft in that area, a Time To Lose (TTL) for the appropriate upstream E-TMA sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E-TMA sector are superimposed and presented to the upstream en-route sector controllers. Based on Advanced-RNP navigation specification, design of optimised routes Optimised e.g. spaced parallel routes, Fixed Radius route network Transition (FRT) and Tactical Parallel #10 N N using Offset (TPO) further enhanced by advanced RNP onboard performance monitoring and alerting and the execution of more predictable aircraft behaviour Progressive implementation of Continuous procedures for Continuous Descent N descent Operations (CDO) and Continuous Climb (Tested at EDDP, #11 operations N Operations (CCO) in higher density traffic but discarded by (CDO) using or to higher levels, optimised for each 01/2020) point merge airport arrival/departure procedure New altitude capture laws aim to reduce Enhanced unnecessary ACAS alarms and reduce the airborne risk of mid-air or near mid-air collisions collision between aircraft as a last-resort safety avoidance Unknown - net, by automatically reducing the vertical #105 system (ACAS) N To be deployed by airspace rate at the approach of the selected flight operations user level (only when a Traffic Advisories-TA using the occurs), leading to less traffic autoflight perturbation, while not increasing flight system crew workload.
LSSIP Year 2019 Germany - Level 1 144 Released issue Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification This new procedure design builds upon precision navigation technology (P-RNAV Point merge N concept) for merging traffic into a single in complex (Tested at EDDP, #107 entry point, which allows efficient N terminal but discarded by integration and sequencing of inbound airspace 01/2020) traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E-TMA) Arrival sectors replaces radar vectoring with a Management #108 more efficient and simplified traffic N N (AMAN) and synchronisation mechanism that reduces Point Merge communication workload and increases collective traffic predictability. The basic Extended ATC Planner aims at bridging the gap between Air Traffic Flow and Capacity Management (ATFCM) and Air Traffic Control (ATC) providing real- time and fine-tuning measures to solve ATFCM hotspots, and to perform early measures to alleviate complexity closest to ATC activities.
The solution consists of an automated tool and associated procedures Basic EAP supporting the basic communication (Extended #118 between the Local DCB position and the N N ATC Planning) Controllers' Work Positions allowing the function EAP and the ATC team in identifying, assessing and resolving local complexity situations. The basic EAP relies on a real time integrated process for managing the complexity of the traffic with capability to reduce traffic peaks through early implementation of fine-tuned solutions to solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights.
Optimised ATM Network Services
Airspace Users are allowed to change Y - among themselves (via the pre-departure With A-CDM at management process in CDM airports) EDDB User-driven the priority order of flights in the pre- EDDF prioritisation departure sequence. The departure time EDDH #57 process N will be automatically EDDL (UDPP) communicated/coordinated with the EDDM departure Network Management Function (NMF) EDDN via the DPI message as described in the A- EDDS CDM concept. EDDV
LSSIP Year 2019 Germany - Level 1 145 Released issue Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification
Enabling Aviation Infrastructure
Europe’s vision to achieve high- performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while minimising AOC data constraints due to airspace and service increasing configurations. SESAR has introduced an #67 trajectory early version, which makes use of flight N N prediction planning data sourced from airline accuracy operational control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE). The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they occur in accordance with ACAS Ground ICAO regulations. However these reports Monitoring can come late, incomplete or are, absent #100 and N N in some instances. This solution consists Presentation of a set of monitoring stations and a System server system, which enable the continuous monitoring and analysis of ACAS RAs and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive surveillance methods and reducing the Extended Unknown - need for active Mode-S interrogations. By #101 hybrid N To be deployed by airspace making fewer active interrogations, this surveillance user. solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution Aeronautical AeroMACS is based on commercial 4G mobile airport technology and uses the IEEE 802.16 #102 communi- N N (WiMAX) standard. Designed to operate cation system in reserved (aeronautical) frequency (AeroMACS) bands, AeroMACS can be used for ANSPs, airspace users and airport authority communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports
LSSIP Year 2019 Germany - Level 1 146 Released issue Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP).
The Iris Precursor offers a viable option for ATS datalink using existing satellite technology systems to support initial Air traffic four-dimensional (i4D) datalink capability. services (ATS) #109 The technology can be used to provide N N datalink using end-to-end air–ground communications Iris Precursor for i4D operations, connecting aircraft and air traffic management ground systems. The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate Y - Y - ADS-B spoofing of the ground system by outside ADS-B Ground Planned. BUT: Airborne surveillance of agents. These techniques can also be used Surveillance mandate for all aircraft (also #110 aircraft in to cope with malfunctioning of avionics operational at below MTOW 5,7 to and state flight and on equipment. SESAR has contributed to the Nürnberg Airport aircraft) is pre-requisite and the surface relevant standards, such as EUROCAE for taxi still outstanding technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications.
LSSIP Year 2019 Germany - Level 1 147 Released issue By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of Y - validated data items into the WAM Implementation is being channel, thereby preventing a need to re- planned. Composite interrogate the data item. Airborne mandate for all #114 Surveillance N Since the two surveillance layers share aircraft (also below MTOW ADS-B / WAM hardware components, the system offers 5,7 to and state aircraft) is improved cost efficiency. Furthermore, pre-requisite and still the use of the system contributes to an outstanding improved security by successfully mitigating associated ADS-B threats. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.
LSSIP Year 2019 Germany - Level 1 148 Released issue F. Military Organisations Infrastructure
This Annex is not produced in 2019. It will be updated every second year, therefore it will be produced as part of the LSSIP 2020 document.
In case information is sought on military infrastructure, previous LSSIP may be made available upon request to the respective Focal Point and/or Contact Person.
LSSIP Year 2019 Germany - Level 1 149 Released issue G. Glossary of abbreviations
This Annex mainly shows the abbreviations that are specific to the LSSIP Document for Germany. Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/airial/
Term Description
AF ATM Functionality BAF Federal Supervisory Authority for Air Navigation Services BFU Federal Bureau of Aircraft Accident Investigation BGIS Bundeswehr Geoinformation Service BMI Federal Ministry of the Interior Federal Ministry for the Environment, Nature Conservation, Building and BMUB Nuclear Safety BMVg Federal Ministry of Defence BMVI Federal Ministry of Transport and Digital Infrastructure CAPTS Cooperative Area Precision Tracking System (Multilateration) DFS German Air Navigation Services DLR German Aerospace Center Gesellschaft für Raumfahrtanwendungen (GfR) mbH (Air Navigation Service DLR GfR Provider) at Deutsche Zentrum für Luft- und Raumfahrt e. V. DWD German Meteorological Service EASI DFS Project: EAD AIM System Integration FAST MS Frankfurt Airport Surface Traffic Management System FT Fast Track GAF German Air Force GAFHQ German Air Force Headquarters GenFlSichBw Director Bundeswehr Aviation Safety iCAS iTEC Centre Automation System iTEC Interoperability Through European Cooperation LBA Federal Office of Civil Aviation – Civil Aviation Authority LF Directorate General for Civil Aviation LufABw German Military Aviation Authority P1/ATCAS Air Traffic Control Automation System PCP Pilot Common Project RASUM DFS Programme for Radio Site Upgrade and Modernisation WD Weekday
LSSIP Year 2019 Germany - Level 1 150 Released issue