EUROCONTROL LSSIP 2019 - FRANCE LOCAL SINGLE SKY IMPLEMENTATION Level2019 1 - Implementation Overview
Document Title LSSIP Year 2019 for France
Info Centre Reference 20/01/15/15 Date of Edition 15/05/2020 LSSIP Focal Point Stéphane Lafourcade - DGAC [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 https://www.sia.aviation-civile.gouv.fr/ FAB Performance Plan https://www.fabec.eu/performance/performance-plan
LSSIP Year 2019 France - 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.
LSSIP Year 2019 France - Level 1 Released Issue
TABLE OF CONTENTS
Executive Summary ...... 1 Introduction ...... 10 1. National ATM Environment ...... 11 Geographical Scope ...... 11 National Stakeholders ...... 15 2. Traffic and Capacity ...... 10 Evolution of traffic in France ...... 10 BORDEAUX ACC ...... 11 BREST ACC ...... 15 MARSEILLE ACC ...... 20 PARIS ACC ...... 28 REIMS ACC ...... 32 3. Implementation Projects ...... 37 National projects ...... 37 FAB projects ...... 39 Multinational projects ...... 45 U-Space demonstration projects ...... 46 4. Cooperation activities ...... 48 FAB Co-ordination...... 48 Multinational cooperation initiatives ...... 48 5. Implementation Objectives Progress ...... 53 State View: Overall Objective Implementation Progress ...... 53 Objective Progress per SESAR Key Feature ...... 56 ICAO ASBU Implementation Progress ...... 61 Detailed Objectives Implementation progress ...... 62 6. Annexes ...... 106 A. Specialists involved in the ATM implementation reporting for France ...... 106 B. National stakeholders organisation charts ...... 107 C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more .... 110 D. Implementation of U-Space Services ...... 115 E. SESAR Solutions implemented in a voluntary way ...... 123 F. Military Organisations Infrastructure ...... 131 G. Glossary of abbreviations ...... 132
LSSIP Year 2019 France - Level 1 Released Issue
Executive Summary
Important note
As a consequence of the expansion of COVID-19 pandemic at the moment of current document signature by the French authorities, the latest available STATFOR traffic forecast which has been used as a basis for capacity planning information in Chapter 2 is no longer valid: current French air traffic collapse in April 2020 approaches - 90%. Taken into consideration that there is no similar experience in the past that would support even an attempt to estimate the rate of air traffic recovery, at the moment of the signature of the current LSSIP version there is no reliable traffic forecast available for 2020-2025. Any information regarding national and ACC capacity plans and delays forecast provided here should be considered as initial information provided this Winter, before the pandemic outbreak, and is no longer valid; it will be updated after the ongoing COVID-19 pandemic crisis when updated traffic forecast will be available and normal capacity planning processes will resume, hopefully before the next LSSIP cycle.
National ATM Context
Member State of:
Leading stakeholders involved in ATM in France are the Ministry for the Armed Forces and the Ministry for the Ecological and Inclusive Transition, respectively through French Military Air Traffic Management Directorate (DIRCAM - Direction de la Circulation Aérienne Militaire) and French Civil Aviation Authority (DGAC - Direction Générale de l’Aviation Civile). Air Transport Directorate (DTA - Direction du Transport Aérien) and Civil Aviation Safety Directorate (DSAC - Direction de la Sécurité de l’Aviation Civile), both belonging to DGAC but functionally separated, are defined as national supervisory authorities (NSA) : DTA for charging and performance and DSAC for safety oversight in air navigation services and air traffic management, including in particular changes oversight and interoperability. For services provided to general air traffic, DIRCAM exercises the national supervisory functions within Defence on behalf of DSAC, according to national decrees. Main civil ATM ANSP includes DSNA (Direction des Services de la Navigation Aérienne), the French air navigation services provider certified and designated for ATM services (as well as for CNS and AIS) and 66 stakeholders, providing Aerodrome Flight Information Service (AFIS) for GAT on 67aerodromes. In addition seven military ANSPs providing services to general air traffic and covering ATC, CNS and AIS services, are certified in France. Among them four are designated since December 2011 as military air traffic service provider for the benefit of general air traffic. Météo-France is certified and formally designated as the only one national MET provider since 20th December 2011. Moreover, major airports (Paris Roissy-CDG, Paris-Orly, Nice-Côte d’Azur, Lyon-Saint Exupéry, Toulouse-Blagnac and Marseille-Provence) operators contribute to reporting.
LSSIP Year 2019 France - Level 1 1 Released Issue France is member state of the FABEC together with Belgium, Germany, Luxembourg, The Netherlands and Switzerland. In the course of 2011, two performance plans have been established for the first reference period (2012-2014) and submitted to the European Commission in compliance with Commission Regulation (EU) No 691/2010 of 29th July 2010 and agreed according to Commission Recommendation 2012/C 228/01 of 29th July 2012. Those first national and FABEC RP1 performance plans addressed safety, capacity, flight efficiency and military mission effectiveness through complementary Key Performance indicators (KPI, with targets) and Performance Indicators (PI, for monitoring purposes without targets). In addition, the national plan addressed cost efficiency performance indicators. For the 2nd reference period the FABEC Performance Plan for 2015 – 2019 has been delivered to the Commission 30th June 2014 in compliance with Commission Regulation (EU) No 390/2013 and 391/2013 of 3rd May 2013 ; a final revised version agreed according to Commission decision (UE) 2017/of the 22nd mars 2017. It sets safety, en- route and terminal capacity, flight efficiency and cost efficiency targets. There is no more national French performance plan as such, as for RP1 but national chapters of the FABEC performance plan address targets set at national level.
More over the DSAC is involved in the agreement on the cooperation of the FABEC national supervisory authorities and a manual for their common activities of has been issued in 2012.
Main airport covered by the French LSSIP reporting are: - Aéroport de Paris-Charles de Gaulle, - Aéroport de Paris-Orly, - Aéroport de Nice-Côte d’Azur, - Aéroport de Lyon-Saint Exupéry, - Aéroport de Toulouse-Blagnac, - Aéroport de Marseille-Provence.
LSSIP Year 2019 France - Level 1 2 Released Issue Traffic and Capacity
Traffic in France increased by 1.4 % during summer 2019 (May to October inclusive), when compared to the same period during 2018. Regarding the 2019-2024 period the STATFOR medium-term forecast (MTF) predicts an average annual increase between 0.1% and 2.5% during the planning cycle, with a baseline growth of 1.6%. Regarding the current capacity plan of 5 French ACC between 2020 and 2024: - Bordeaux ACC: a capacity gap between 6 and 10 % is expected throughout the planning period mainly due to the lack of qualified ATCO. - Brest ACC: a capacity gap of approximately 10% is expected throughout the entire planning period due to the lack of qualified ATCO. - Marseille ACC: a capacity gap between 4 and 16% is expected throughout the planning period due to the lack of qualified ATCO and the training and implementation phases of the new 4-FLIGHT ATM system (commissioning winter 2021/2022). - Paris ACC: a minor capacity gap might be experienced in Paris ACC for in 2022. - Reims ACC: a capacity gap between 1 and 14% is expected in Reims for most of the planning period due to the lack of qualified ATCO and the training and implementation phases of the new 4-FLIGHT ATM system (commissioning winter 2021/2022).
0.1% & 2.5% +1.4% 2019 2020-2024
2019
BORDEAUX ACC BREST ACC MARSEILLE ACC
0.37 0.43 1.36 0.54 3.72 2.41 2018 2019 2018 2019 2018 2019
PARIS ACC REIMS ACC
0.35 0.22 1.93 0.65 2018 2019 2018 2019
LSSIP Year 2019 France - Level 1 3 Released Issue 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, AOP17, AOP18, ATC02.9, ATC19, ATC20 and COM11.2.
Pre-SESAR Phase 2000 2030
85%
SESAR 1 (PCP only) 2011 2024
41%
SESAR 1 (non-PCP) 2013 2030
54%
LSSIP Year 2019 France - Level 1 4 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 91 92 % % % 83 % 67 70 62 % % 54 % % 37 25 27 % % %
PCP) PCP) PCP) PCP) - - - - SESAR Phase SESAR Phase 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 only) (PCP 1 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
85%
LSSIP Year 2019 France - Level 1 5 Released Issue ATM Deployment Outlook
State Objectives
Deployed in 2018 - 2019 - Information Exchange with En- route in Support of AMAN ATC15.1 - 100 % progress
By 2020 By 2021 By 2022 By 2023+
- Voice over Internet - Traffic Complexity - ASM Management of - Arrival Management Protocol (VoIP) in En-Route Assessment Real-Time Airspace Data Extended to En-route Airspace COM11.1 - 70 % progress FCM06 - 80 % progress AOM19.2 - 70 % progress ATC15.2 - 78 % progress - Common Flight Message - Short Term ATFCM - Free Route Airspace Transfer Protocol (FMTP) Measures (STAM) - Phase 2 AOM21.2 - 45 % progress ITY-FMTP - 88 % progress FCM04.2 - 63 % progress - Improve Runway Safety by - Full Rolling ASM/ATFCM - Electronic Terrain and Preventing Runway Excursions Process and ASM Obstacle Data (eTOD) SAF11 - 99 % progress Information Sharing INF07 - 73 % progress - RNAV 1 in TMA Operations AOM19.3 - 70 % progress - Interactive Rolling NOP NAV03.1 - 69 % progress - Initial ATC Air-Ground Data FCM05 - 33 % progress - Ensure Quality of Link Services - Management of Pre- Aeronautical Data and ITY-AGDL - 82 % progress defined Airspace Aeronautical Information - Migrate from AFTN to Configurations ITY-ADQ - 29 % progress AMHS AOM19.4 - 20 % progress - RNP Approach Procedures to COM10 - 87 % progress instrument RWY - Surveillance Performance NAV10 - 82 % progress and Interoperability - New Pan-European Network ITY-SPI - 71 % progress Service (NewPENS) COM12 - 60 % progress - 8,33 kHz Air-Ground Voice Channel Spacing below FL195 ITY-AGVCS2 - 40 % progress - Extended Flight Plan FCM08 - 05 % progress - Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 - 47 % progress - Information Exchanges using the SWIM Yellow TI Profile INF08.1 - 13 % progress - Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 - 38 % progress - Aircraft Identification ITY-ACID - 90 % progress - Collaborative Flight Planning FCM03 - 73 % progress
LSSIP Year 2019 France - Level 1 6 Released Issue Airport Objectives - Lyon Airport
Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 - 58 % progress
Airport Objectives - Toulouse Airport
Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 - 45 % progress - Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 - 33 % progress
LSSIP Year 2019 France - Level 1 7 Released Issue Airport Objectives - Nice Airport
Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Airport Collaborative - Initial Airport Operations - Automated Assistance to Decision Making (A-CDM) Plan Controller for Surface AOP05 - 81 % progress AOP11 - 30 % progress Movement Planning and Routing AOP13 - 10 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 28 % progress
Airport Objectives - Paris CDG Airport
Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Initial Airport Operations - Improve Runway and - Automated Assistance to Plan Airfield Safety with Controller for Surface AOP11 - 36 % progress Conflicting ATC Clearances Movement Planning and (CATC) Detection and Routing Conformance Monitoring AOP13 - 10 % progress Alerts for Controllers (CMAC) - Continuous Descent AOP12 - 40 % progress Operations (CDO) ENV01 - 78 % progress
LSSIP Year 2019 France - Level 1 8 Released Issue Airport Objectives - Paris Orly Airport
Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Initial Airport Operations - Improve Runway and - Continuous Descent Plan Airfield Safety with Operations (CDO) AOP11 - 36 % progress Conflicting ATC Clearances ENV01 - 78 % progress (CATC) Detection and - Time-Based Separation Conformance Monitoring AOP10 - 10 % progress Alerts for Controllers (CMAC) - Automated Assistance to AOP12 - 40 % progress Controller for Surface Movement Planning and Routing AOP13 - 10 % progress
Airport Objectives - Marseille-Provence Airport
Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Advanced Surface - Continuous Descent Movement Guidance and Operations (CDO) Control System A-SMGCS ENV01 - 78 % progress Surveillance (former Level 1) - Advanced Surface AOP04.1 - 16 % progress Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 - 05 % progress
LSSIP Year 2019 France - 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 France - Level 1 10 Released Issue
1. National ATM Environment
Geographical Scope
International Membership
France is a Member of the following international organisations in the field of ATM:
Organisation Since ECAC 1955 EUROCONTROL 1960 European Union 1951 EASA 2002 ICAO 1944 NATO 1949 ITU 1866 EDA 2004
Geographical description of the FIR(s)
The geographical scope of this document addresses the BREST, PARIS, REIMS, BORDEAUX and MARSEILLE FIRs/ UIRs.
LSSIP Year 2019 France - Level 1 11 Released Issue
Upper Airspace: ACC in UIR France (above FL 285) Airspace Classification and Organisation
CURRENT APPLICATION OF AIRSPACE CLASSIFICATIONS UP TO FL 660 - v1
FL or Alt Band France Upper Limit 660 410 285 C* 195 195 D 115 115 3K* - 115 G SFC - 3K*
Major TMA A C D E* Minor TMA C D E CTA/ Awy D E CTR A D* LTA* D E
Legend A B C D E F G Unclassified or N/A No Reply
C* = Class C with VFR restrictions, implemented above FL 195 in November 2004 3K* = FL55/ Alt 1,000 /1,500 /2,000 /2,500 /3,000 /3,500 /5,000 (ft AGL/AMSL) E* = marginal portions of TMA or week-end periods; D* = all CTR are class D except for Paris . LTA* = special arrangements for mountainous regions and high seas which are classified E . In France, Class A is only applied for Paris CTR and TMA.
LSSIP Year 2019 France - Level 1 12 Released Issue ATC Units
The en-route ATC units in the French airspace which are of concern to this LSSIP are the following:
Number of sectors ATC Unit Associated FIR(s) Remarks En-route TMA BORDEAUX ACC 18 - LFBB BREST ACC 17 - LFRR MARSEILLE ACC 27 - LFMM PARIS ACC 20 - LFFF REIMS ACC 18 - LFEE
A total of 44 TMAs are managed in the French mainland airspace (excluding overseas regions) by APPs located at the principal airports. Most important of them are:
Number of approach ATC Unit positions Associated FIR(s) Remarks En-route TMA PARIS CDG - 15 IFR LFFF PARIS ORLY - 7 IFR LFFF BÂLE – 6 IFR - LFEE MULHOUSE + 2 VFR 4 IFR BORDEAUX - LFBB + 1 VFR LILLE - 4 IFR LFFF 8 IFR LYON - LFMM + 2 VFR 6 IFR MARSEILLE - LFMM + 2 VFR 4 IFR MONTPELLIER - LFMM + 1 VFR 3 IFR NANTES - LFRR + 1 VFR 9 IFR NICE - LFMM + 4 VFR STRASBOURG - 5 IFR + 1 VFR LFEE TOULOUSE - 6 IFR + 1 VFR LFBB
LSSIP Year 2019 France - Level 1 13 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 to this document. U-Space demonstration projects information are also included in section 3.4. 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 France - Level 1 14 Released Issue National Stakeholders
Civil aviation in France is under the responsibility of the “Ministère de la Transition écologique et solidaire, chargé des Transports” (Ministry for the Ecological and Inclusive Transition, responsible for Transport) which represents France in the EUROCONTROL Provisional Council together with its military counterpart on behalf of the “Ministère des Armées” (Ministry for the Armed Forces).
The stakeholders involved in ATM/ANS in France are the following: • Ministry for Transport, attached to the Ministry for the Ecological and Inclusive Transition; • Direction Générale de l’Aviation Civile (DGAC); • “Direction du transport aérien” (DTA), responsible for the rule-making of air navigation under general air traffic rules and National Supervisory Authority for the charging and performance regulation (liaising with DSAC for safety performance); • “Direction de la sécurité de l’aviation civile” (DSAC), the National Supervisory Authority except for charging and performance regulation (see above); • “Direction des services de la navigation aérienne” (DSNA), as the main provider of Air Navigation Services. • “Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile” (BEA) is an independent body responsible for accident and serious incident investigations reporting directly to the Ministry for the Ecological and Inclusive Transition; • “Météo France”, for the provision of meteorological services; • “Ministry for the Armed Forces” (MoD); • “Direction de la Circulation Aérienne Militaire” (DIRCAM): Military Air Traffic Management Directorate which is the regulator for all traffic flying under operational air traffic rules, and also for the provision of air traffic services to GAT in some parts of the French national airspace. DIRCAM performs oversight activities on behalf of DSAC, French national supervisory authority, regarding military providers providing air navigation services to general air traffic; • CFA: Air Force Command, for the provision of air navigation service (ATS & CNS) in particular for the benefit of MIL aircraft and ANS providers; • ALAVIA: Navy Aviation , for the provision of air traffic services, it should be certified for CNS also mid-2020; • COMALAT: Army Aviation, for the provision of air traffic services and CNS; • DGA/EV: Test and Acceptance Centre, for the provision of air traffic services; • DIRISI: Defence network communication and information systems directorate, for the provision of ground - ground communication; • DIA: Aeronautical Division Information for provision aeronautical information services for OAT only; • In addition, in FIRs managed by France:
o 66 independent air navigation service providers provide AFIS for GAT on 67 aerodromes; o the ESSP (European Satellite Services Providers), the members of which are AENA (ENAIRE), DFS, DSNA, ENAV, NATS , NAV and Skyguide, is in charge of the provision of the EGNOS Open Service (OS) and Safety of Life (SoL) Service. Since November 2012, EASA is competent authority for the certification and oversight of ESSP.
Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. Main organisation charts are given in Annex B.
LSSIP Year 2019 France - Level 1 15 Released Issue
Ministry for the Armed Forces Ministry for Transport (MoD) (MoT)
State Aviation Safety Authority General Directorate for Civil Aviation (DSAÉ) (DGAC)
Military Air Traffic Air Transport Air Navigation Civil Aviation Management Directorate Services Safety Directorate High-Level Airspace Policy Board Directorate Directorate
(DTA) (DSNA) (DSAC) (DIRCAM)
Operations Technical & Directorate Innovation Directorate (DO) (DTI)
ACCs, APPs, TWRs, Operational System, AIS R&D
LSSIP Year 2019 France - Level 1 1 Released Issue Note: Apart from the civil BEA, a BEA-E (State aeronautic Accident Investigation Board) has been created in the same way in order to provide accidents and serious incidents involving State aircraft with investigations. This defence organism is placed under the direct surveillance of the Ministry for the Armed Forces. The BEAD Air is coordinating with the BEA in some cases but remains independent.
Civil Regulator(s)
General Information
The different national entities having regulatory responsibilities in ATM are summarised in the table below. The DGAC is further detailed in the following sections.
Activity in ATM: Organisation responsible Legal Basis Rule-making Direction du Transport Arrêté of July, 9th, 2008 on the organisation of the aérien (DTA) MEEDDAT – Article 6.1.8 (NOR: DEVK0815773A) Safety Oversight Direction de la Sécurité Arrêté of December, 19th, 2008 on the organisation of de l’Aviation civile (DSAC) the DSAC (NOR: DEVA0828132A) Enforcement actions in case of DSAC sets the corrective measures or operational non-compliance with safety restrictions to be taken. DSAC regulatory requirements Enforcement actions have different meanings, not used in our regulation on oversight. Airspace Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT- Article 6.1.8 (NOR: DEVK0815773A) Economic Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT – Article 6.1.7 (NOR: DEVK0815773A) Environment Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT- Article 6.1.1 (NOR: DEVK0815773A) Security DTA th DSAC assists DTA with Arrêté of July, 9 , 2008 on the organisation of the technical expertise MEEDDAT – Article 6.1.5 regarding regulatory (NOR: DEVK0815773A) activities, monitoring and Arrêté of December, 19th, 2008 on the organisation of application of the Civil the DSAC – Article 10 Aviation Security Quality (NOR: DEVA0828132A) Control National Program Accident investigation
LSSIP Year 2019 France - Level 1 1 Released Issue DTA
In France the Regulator is composed of different directorates of DGAC, which belongs to the Ministry for Transport: DTA and DSAC. They are functionally separated from DSNA, which is also part of DGAC. The “Direction du Transport Aérien” (DTA) is entrusted with the Environment, Security, Economic regulation (airlines, airports, ANS, passenger rights) Social law issues within the industry, International matters and relationships, as well as airspace management, ATM/ANS safety rule-making and policy. Within DTA, a dedicated unit, the “Mission Ciel Unique” (MCU), is responsible for the Single European Sky matters, and with Airspace organisation, ATM/ANS rule-making (except ANS staff training and licensing issues) and performance regulation.
Single European Sky Unit and Air Navigation Rulemaking Gilles Mantoux Deputy: Luc Lapène
Air Navigation Rulemaking Single European Sky and Airspace Stéphane Lafourcade Philippe Mesquida Deputy: Eric Chambroy Deputy: Claire Gambourg
DSAC
Direction de la Sécurité de l’Aviation Civile (DSAC) is the national supervisory authority set up by the French order of the 7th December 2015. DSAC, as French supervisory authority is in charge of ensuring compliance with international standards applicable to civil aviation, European regulations, and national legal provisions regarding safety, environment and security. As a consequence, DSAC has national authority for supervising, in particular, ATM/ANS safety, interoperability and security. DSAC includes five central technical directorates addressing European cooperation and safety regulation, flight crews, airworthiness and operations, airports and air navigation and security. The national supervisory authority revolves around a central directorate in Paris and regional offices located throughout mainland France, overseas departments and territories of the Antilles-Guyana, and in the Indian Ocean region.
Annual Report published: Y The last 2018 Annual Report is available and can be downloaded: https://www.ecologique-solidaire.gouv.fr/sites/default/files/RapportDSAC-2018- EN-Web.pdf
LSSIP Year 2019 France - Level 1 2 Released Issue Air Navigation Service Provider(s)
DSNA
Service provided
“Direction des Services de la Navigation Aérienne” (DSNA) was created by decree of 28th February 2005. DSNA is the single civil ANSP that provides ATC for en-route, TMA and aerodromes in FIR France. It is state-owned and is an entity of DGAC. Functional separation is achieved between rule-making, oversight activities and service provision activities. Both DSNA and DSAC have a specific status called “service à compétence nationale” (nation-wide competence office) defined by Decree of 9th May 1997.
Governance: State Ownership: 100% State Services provided Y/N Comment ATC en-route Y Exclusive designated civil ANSP ATC approach Y Exclusive designated civil ANSP ATC Aerodrome(s) Y Exclusive designated civil ANSP AIS Y Exclusive designated civil ANSP CNS Y MET N METEO FRANCE is the only certified MET provider, and was designated on 20th December 2011. ATCO training Y Initial training is provided by ENAC (French Civil Aviation School) Others Y AFIS providers are generally aerodrome operators, except Miquelon, done by DSNA Additional information: Provision of services in Y Existing ATS services through letters of agreement where appropriate other State(s): Annual Report published: Y The last 2018 Annual Report is available and can be downloaded: https://www.ecologique- solidaire.gouv.fr/sites/default/files/DSNA_DGAC_RA_UK_2018_V3.pdf
For more information see civil aviation website: https://www.ecologique-solidaire.gouv.fr/politiques/aviation-civile
LSSIP Year 2019 France - Level 1 3 Released Issue ATC Systems in use
DACOTA Thales Air systems V9 (2018) IRMA Sogeti High Tech V8 (2016) ODS Cap Gemini 6.3.4.3 (2018) OMEGA Sogeti High Tech V5 (2018) STIP Thales Services I 27.3.1.1 (2019) STPV Thales Services V33 (2019) S.Erato V6 (2018)
Main ANSP part of any technology alliance1 Y DSNA/ENAV
FDPS Specify the manufacturer of the ATC system currently in use: STIP/STPV: Thalès Services Upgrade2 of the ATC system is performed or planned? N Replacement of the ATC system by the new one is planned? 2021 ATC Unit
SDPS Specify the manufacturer of the ATC system currently in use: ARTAS, EUROCONTROL (CAMOS) Upgrade of the ATC system is performed or planned? N Replacement of the ATC system by the new one is planned? N/A ATC Unit
1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
LSSIP Year 2019 France - Level 1 4 Released Issue Airports
General information
In addition to aerodromes operated by “Aéroports De Paris” (ADP), eleven major airports (11), whose land belongs to the state, are operated by companies under concession by DGAC. This concession tasks the Airport Operator to manage not only the land side and the air terminals but also the air side (that includes signs and markings, lighting). Regional airports property has been transferred to regional communities. These communities delegate the operation to airport operators under “statement of work”. DSAC certification addresses all tasks of the aerodrome operator including SMS (Safety Management System), structures, lighting on the runway and taxiways. Each year, the number of aerodrome operators that need a certification is increased in order to phase the process. UAF (Union des Aéroports Français – www.aéroport.fr) is the association of the Airport Operators. An airport slot coordinator COHOR (Association pour la Coordination des Horaires – www.cohor.org), a different entity independent from State, airlines and airports, is responsible for the airport slot allocation for the airlines or any aircraft operator, for any operation at French coordinated airports, based on the EU Regulation 95/93 as amended.
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.
Therefore, the following airports are covered in this LSSIP:
- Paris Roissy - Charles de Gaulle (LFPG) - Paris Orly (LFPO) - Nice-Côte d’Azur (LFMN) - Lyon-Saint Exupéry (LFLL) - Marseille-Provence (LFML) - Toulouse-Blagnac (LFBO)
Military Authorities
The defence activities encompass the functions of regulator, ANSP, airport operator, airspace user, aircraft operator, aeronautical information provider (only for OAT), for all the traffic flying OAT and also for the provision of air traffic services to OAT and GAT flights in some parts of national airspace and around some airports. Regulatory, service provision and user role in ATM are detailed below.
LSSIP Year 2019 France - Level 1 5 Released Issue Regulatory role
DIRCAM (Military Air Traffic Management Directorate) is the defence authority responsible for providing regulation of air navigation under operational air traffic rules. DIRCAM is embedded inside the State Aviation Safety Authority (DSAÉ), which deals with regulation and oversight for ATM and airworthiness, and also aircrew training and aircraft operations. To ensure safety of air navigation in the whole French airspace, regulatory activities are coordinated between DIRCAM and DTA under the High-Level Airspace Policy Board (“Directoire de l’Espace Aérien”).
In the same way than DGAC organisation, military ATM safety regulatory functions have been separated in two parts, under the authority of the Director of the DIRCAM, which encompasses three sub-directorates: - Airspace sub-directorate (SDEA) in charge of airspace and relevant rulemaking; - Regulatory sub-directorate (SDR) in charge of Air navigation, Airspace and Aerodromes regulation; - Surveillance and Audit sub-directorate (SDSA) in charge of military ANSPs supervisory activities, on behalf of DSAC for the services provided for GAT, approval of military aerodromes for the need of State aviation. Therefore, DIRCAM is organized as follows:
DIRCAM Director BG** Etienne HERFELD Deputy: COL Jean-Louis MAILHES
SDEA SDR SDSA COL Christophe LCL François CLEMENT COL David PERROT HINDERMANN
LSSIP Year 2019 France - Level 1 6 Released Issue 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: Decrees in State council or Level of such legal provision: Decree in State council or Prime minister level. DIRCAM Regulation prime minister level Authority signing such legal provision: Prime Minister, Authority signing such legal provision: Prime Minister Minister of Defence 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 N ATCO Training Y ATCO Licensing N ATCO Licensing N ANSP Certification N ANSP Certification N ANSP Supervision Y ANSP Supervision Y Aircrew Training N ESARR applicability Y Aircrew Licensing N Additional Information: Crews and controllers are both Additional Information ATCO licences are delivered by DSAC trained and licensed by relevant Defence Authorities but and trained in a military school certified by DSAC most of them have a civil licence too. 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 Y National Military AIP Y EUROCONTROL eAIP Y EUROCONTROL eAIP Y Other: Other:
Oversight
OAT GAT National oversight body for OAT: NSA (as per SES reg. 550/2004) for GAT services provided by the military: The DIRCAM French National Supervisory Authority for GAT services provided by military ANSPs OAT oversight has been launched in is the DSAC. Some military ANSPs supervisory activities are performed by DIRCAM, September 2012. on behalf of DSAC, through a national decree and an operational letter of Actually it encompasses the oversight agreement. Oversight methods used by DIRCAM are supervised by DSAC. Military of training organisations, military ATCO training oversight and licensing are performed by DSAC. ATCO licenses and OAT providers. Additional information: Additional information:
LSSIP Year 2019 France - Level 1 7 Released Issue Service Provision role
MoD organizations are providing ATS to general air traffic in some parts of the airspace. DIRCAM is responsible for providing aeronautical information at national level for OAT.
Ministry for the Armed Forces
Army Navy DGA EMA Air Force DIRCAM COMALAT ALAVIA ATS/CNS DGA/EV DIRISI DIA CFA
OAT GAT Services Provided: Services Provided: En-Route Y If not provided by MIL specify En-Route N who does provide this service Approach/TMA Y “ Approach/TMA Y Airfield/TWR/GND Y “ Airfield/TWR/GND Y AIS Y “ AIS Y MET Y For observations and forecasting, MET Y data are provided by METEO FRANCE and military services under METEO FRANCE supervision, and tools are METEO FRANCE devices SAR Y SAR Y TSA/TRA monitoring Y FIS Y Other: Other: Additional Information: Additional Information:
Military ANSP providing GAT Y CFA 11/12/15 Duration of the 6 services SES certified? ALAVIA 13/06/17 Certificate: 6 COMALAT 16/06/17 6 DGA/EV 5/12/17 6 DIRISI 25/09/15 5 Certificate issued by: DSAC If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information:
LSSIP Year 2019 France - Level 1 8 Released Issue User role
State Aviation Authority
Department of Homeland Department of Homeland Procurement Department of Army Navy Air Force Security Security Agency Finance COMALAT ALAVIA CFA Office of Public Safety Gendarmerie DGA/EV CUSTOMS
IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT Y fly?
If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing N Within specific corridors only Y Within the regular (GAT) national route network N Under radar control Y Within a special OAT route system Y Under radar advisory service N
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements N Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: Flow and capacity exemptions are only authorized for some governmental and prioritized flights.
Flexible Use of Airspace (FUA)
Military in France 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 France - Level 1 9 Released Issue 2. Traffic and Capacity
Disclaimer
As a consequence of the expansion of COVID-19 pandemic at the moment of current document signature by the French authorities, the latest available STATFOR traffic forecast which has been used as a basis for capacity planning information in Chapter 2 is no longer valid: current French air traffic collapse in April 2020 approaches - 90%. Taken into consideration that there is no similar experience in the past that would support even an attempt to estimate the rate of air traffic recovery, at the moment of the signature of the current LSSIP version there is no reliable traffic forecast available for 2020-2025. Any information regarding national and ACC capacity plans and delays forecast provided here should be considered as initial information provided this Winter, before the pandemic outbreak, and is no longer valid; it will be updated after the ongoing COVID-19 pandemic crisis when updated traffic forecast will be available and normal capacity planning processes will resume, hopefully before the next LSSIP cycle. The Capacity targets for RP3 have been set at FABEC level and the 6 FABEC ANSPs, through ASB, are jointly accountable for it. Binding capacity targets, at FABEC level only, and relative assumptions for RP3 are set for capacity in the FABEC Performance Plan that has been submitted to the European Commission 1st October 2019. They would remain under discussion during the revision phase preceding final FABEC performance plan approval expected by end of 2020. No direct link may be made between this document and these future targets. Evolution of traffic in France
France - Annual IFR Movements
4500000 France - Distribution (Ref. year 2018)
4000000
International Domestic 3500000 Dep/Arr 35% flights12%
3000000
2500000
2000000 IFR flights Overflights 1500000 IFR movements - Actuals 53% IFR movements - Baseline forecast 1000000 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 2.4% 3.6% 3.3% 2.6% 2.0% 2.1% 1.7% France B 4.4% 3.8% 2.7% 2.1% 2.0% 1.6% 1.9% 1.5% 1.6% 0.9% L 1.7% 0.1% -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 France increased by 1.4% in 2019 compared to 2018.
2020-2024
The EUROCONTROL Seven-Year forecast predicts an average annual increase between 0.1% and 2.5% during the planning cycle, with a baseline growth of 1.6%.
LSSIP Year 2019 France - Level 1 10 Released Issue BORDEAUX ACC Traffic and en-route ATFM delays 2015-2024
LFBBALL - Traffic and en-route ATFM delays
4000 1.0
0.9 3500 0.8 3000 0.7 2500 0.6
2000 0.5
0.4 1500 IFR Average) flights (Daily 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 3197 3394 3570 3627 3548 Summer Traffic 2744 2936 3097 3133 3132 Yearly Traffic 2349 2476 2627 2684 2690 Summer Traffic Forecast 3208 3277 3341 3393 3442 High Traffic Forecast - Summer 3264 3385 3481 3565 3636 Low Traffic Forecast - Summer 3148 3151 3164 3173 3181 Summer enroute delay (all causes) 0.34 0.79 0.63 0.37 0.43 Yearly enroute delay (all causes) 0.34 0.70 0.49 0.27 0.38
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Bordeaux Traffic Forecast (2019 vs 2018) ACC Actual ACC Reference All reasons Current Shortest Traffic Value Routes Capacity Routes Planned Achieved gap? Year H: 3.6% No +0.3% 0.38 0.12 B: 3.0% significant Summer L: 1.7% impact 0.0% 0.43 210 (-2%) 215 (+0%) Yes Summer 2019 performance assessment The average en-route delay per flight increased from 0.37 minutes per flight in Summer 2018 to 0.43 minutes per flight during the same period in 2019. 23% of the Summer delays were due Industrial action, 21% due to ATC Capacity, 14% due to Weather, 14% due to ATC equipment, 13% due to ATC staffing, and 13% due to Special events. The ACC capacity baseline was assessed with ACCESS/Reverse CASA to be at 215. During the measured period, the average peak 1 hour demand was 218 and the average peak 3 hour demand was 207. Operational actions Achieved Comments Improved Airspace Management / FUA Yes FUA with TRA10 Improved ATFCM Procedures and STAM Yes CDM processes and procedures Yes Use of CAP MAC + eNM Yes LFBB/LEBL interface Yes Natpi agreement 25th April LoAs between LFBB/LEBL Yes Flexible roster Yes Improved the 6pm daily capacity FOC (datalink) Yes Implemented in march Yes V4 before summer, V5 after summer with B2B SALTO (ATFCM tool) configurations sharing Re-evaluation of sector capacities Yes Sectors P and T
LSSIP Year 2019 France - Level 1 11 Released Issue Maximum configuration: 18 UCESO Yes Remedial measures Achieved Comments Continuous monitoring of the traffic evolution Yes Yes Implementation of airspace changes proposals Flexible rostering allowing better alignment between traffic demand and Yes Improved the 6pm daily capacity sector opening times Yes Flexible configurations opening, according to the traffic flows
Improved ATFCM techniques Yes Yes Evaluation of possible ATFM scenarios
Adaptation of the ATCO recruitment levels Yes At national level Yes Implementation of the eNM/ANSPs proposed measures Yes FABEC airspace restructuring project Contributor Yes France/Spain airspace restructuring project NATPI agreement
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 the measures that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
FRA FRA implementation Free Route Airspace implementation linked to LFRR (below FL305)
Improved Airspace Management / FUA
Airspace Management ZENA Gascogne ZENA South West
Advanced FUA (big military area) (big military area) TSA9 evolution
Airport & TMA Network Integration
Improved ATFCM Procedures and STAM
Cooperative Traffic Management CDM processes and procedures
MAC + eNM
5th layer in UIR Airspace south sectors (ZXNH)
Procedures
Flexible roster
Staffing Maintain number Increase number Maintain number of ATCOs of ATCOs of ATCOs
SALTO incl. B2B
regulations
Technical Improvement of
safety net
Capacity
Significant Events Training 4-Flight
Max sectors 17 UCESO 18 UCESO 18 UCESO 18 UCESO 17 UCESO
Planned Annual Capacity Increase 0%* 1% 1% 1% 3%
LSSIP Year 2019 France - Level 1 12 Released Issue Reference profile Annual % Increase 7% 2% 2% 2% 2%
Difference Capacity Plan v. Reference -6.5% -7.7% -8.8% -9.8% -8.8% Profile
Annual Reference Value (min) 0.23 0.22 0.18 0.13 0.13
Additional information *Mainly due to lack of qualified ATCOs. The number of ATCOs will start increasing as from 2021.
The charts below show an outline of available sector configuration for a typical day for summer 2020. On busy days and depending on actual staff availability, up to 18 sectors could be open.
LFBB - sectors available - Summer 2020 01/04 - 30/04 & 25/09 - 31/10 18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFBB - sectors available - Summer 2020 01/05 - 05/06 & 05/08 - 24/09 18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 13 Released Issue LFBB - sectors available - Summer 2020 06/06 - 04/08 18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFBBACC - Reference capacity profile and alternative scenarios 300
250
200
150
100 Capacity Capacity profile (movements per hour)
50
0 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 230 235 240 245 250 Capacity Profile - Shortest Routes (Open) 230 235 240 245 250 Capacity Profile - Current Routes 224 228 233 238 242 Capacity Profile - High 236 246 251 257 262 Capacity Profile - Low 224 225 227 229 230 Capacity Baseline 214 215 2020 - 2024 Plan 215 217 219 221 228
2020-2024 Planning Period Outlook A capacity gap between 6% and 10% is expected throughout the entire planning period.
LSSIP Year 2019 France - Level 1 14 Released Issue BREST ACC Traffic and en-route ATFM delays 2015-2024
LFRRACC - Traffic and en-route ATFM delays
4500 2.0
4000 1.8
1.6 3500 1.4 3000 1.2 2500 1.0 2000 0.8 IFR Average) flights (Daily 1500 0.6
1000 flight) per Enroute (minutes Delay 0.4
500 0.2
0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 3429 3632 3977 4048 4097 Summer Traffic 2975 3169 3409 3471 3497 Yearly Traffic 2538 2697 2914 2997 3028 Summer Traffic Forecast 3575 3647 3713 3772 3821 High Traffic Forecast - Summer 3626 3749 3862 3959 4040 Low Traffic Forecast - Summer 3501 3516 3530 3539 3546 Summer enroute delay (all causes) 1.04 1.60 1.05 1.36 0.54 Yearly enroute delay (all causes) 1.41 1.76 0.88 0.94 0.47
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Brest Traffic Forecast (2019 vs 2018) Actual ACC Reference ACC All reasons Current Shortest Traffic Value Routes Capacity Routes Planned Achieved gap? Year H: 4.2% No +1.0% 0.47 0.11 B: 3.6% significant Summer L: 2.1% impact +0.7% 0.54 223 (+0%) 234 (+5%) Yes Summer 2019 performance assessment The average en-route delay decreased from 1.36 minutes per flight in Summer 2018 to 0.54 minutes per flight in 2019. 42% of the Summer delays were due to the reason ATC Capacity, 19% due to Equipment, 16% due to ATC Staffing, 16% due to Industrial Actions and 5% due to Weather. The ACC capacity baseline was measured with ACCESS/Reverse CASA at 234. During the measured period, the average peak 1 hour demand was 258 and the average peak 3 hour demand was 229. Operational actions Achieved Comments Improved airspace management / FUA Yes Improvement of ATFCM procedures and STAM Yes FMP team enlarged/reinforced CDM processes and procedures Yes MAC + eNM Yes Reorganization of airspace below FL195 No Scheduled AIRAC 04/20 (phase 1) Flexible roster Yes Capacity increased in the evening SALTO Yes V5 end 2019 (after summer) FOC (datalink) Yes Fully deployed Maximum configuration: 17 UCESO Yes 17 sectors were opened Remedial measures Achieved Comments Continuous monitoring of the traffic evolution Yes
LSSIP Year 2019 France - Level 1 15 Released Issue Implementation of airspace changes proposals Yes Flexible rostering allowing better alignment between traffic demand Yes Close monitoring possible due extra FMP staff available and sector opening times in ops room – notably in the evening Yes Flexible configurations opening, according to the traffic flows Cf. above Yes Improved ATFCM techniques
Evaluation of possible ATFM scenarios Yes Yes Adaptation of the ATCO recruitment levels National process
Implementation of the eNM/ANSPs proposed measures Yes Yes FABEC airspace restructuring project Contributor
France/Spain airspace restructuring project Ongoing Talks still on-going
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 the measures that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
FRA FRA FRA Free Route Airspace implementation implementation implementation Atlantic cell Central cell East Cell
Improved airspace management / FUA Airspace Management ZENA Atlantique + Advanced FUA ZENA Gascogne (big military areas)
Airport & TMA Network Integration
Improved ATFCM Procedures and STAM
Cooperative Traffic Management CDM processes and procedures
MAC + eNM
Reorganization of airspace below
FL195 phase 2 Airspace LFRN Reorganization of airspace below FL195 phase 3 LFRS
Procedures
Flexible roster
Staffing Maintain number Increase number of Maintain number of ATCOs of ATCOs ATCOs
SALTO incl. B2B
regulations Technical NVCS
Implementation
Capacity
Significant Events Training 4-Flight
Max sectors 16 UCESO 16 UCESO 16 UCESO 16 UCESO 16 UCESO
Planned Annual Capacity Increase 0%* 1% 1% 1% 3%
Reference profile Annual % Increase 10% 2% 2% 2% 1%
LSSIP Year 2019 France - Level 1 16 Released Issue Difference Capacity Plan v. Reference -8.9% -9.9% -10.5% -11.1% -9.9% Profile
Annual Reference Value (min) 0.25 0.25 0.19 0.14 0.14
Additional information *Technical and airspace improvement capacity gains are expected to be offset by the lack of ATCO resource.
The charts below show an outline of available sector configuration for a typical day for summer 2020. On some busy days, up to 17 sectors could be open if possible depending on actual staff availability.
LFRR - sectors available - Summer 2020 01/04 - 10/04 18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFRR - sectors available - Summer 2020 11/04 - 27/04 & 17/10 - 31/10 18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 17 Released Issue LFRR - sectors available - Summer 2020 28/04 - 31/05 18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFRR - sectors available - Summer 2020 01/06 - 27/09 18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFRR - sectors available - Summer 2020 28/09 - 16/10 18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 18 Released Issue LFRRACC - 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 257 262 266 270 274 Capacity Profile - Shortest Routes (Open) 257 262 266 270 274 Capacity Profile - Current Routes 256 261 265 269 273 Capacity Profile - High 261 269 276 282 290 Capacity Profile - Low 252 253 254 255 256 Capacity Baseline 223 234 2020 - 2024 Plan 234 236 238 240 247
2020-2024 Planning Period Outlook A capacity gap of approximately 10% is expected throughout the entire planning period.
LSSIP Year 2019 France - Level 1 19 Released Issue MARSEILLE ACC Traffic and en-route ATFM delays 2015-2024
LFMMACC - Traffic and en-route ATFM delays
5000 4.0
4500 3.5 4000 3.0 3500 2.5 3000
2500 2.0
2000 1.5 IFR Average) flights (Daily 1500
1.0 flight) per Enroute (minutes Delay 1000 0.5 500
0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 4030 4178 4253 4335 4269 Summer Traffic 3270 3456 3619 3703 3774 Yearly Traffic 2743 2871 3020 3134 3226 Summer Traffic Forecast 3862 3935 4016 4080 4138 High Traffic Forecast - Summer 3926 4085 4198 4314 4423 Low Traffic Forecast - Summer 3801 3796 3810 3817 3821 Summer enroute delay (all causes) 0.19 0.46 1.61 3.72 2.41 Yearly enroute delay (all causes) 0.20 0.44 1.08 2.52 1.71
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Marseille Traffic Forecast (2019 vs 2018) Actual ACC Reference ACC All reasons Current Shortest Traffic Value Routes Capacity Routes Planned Achieved gap? Year H: 4.9% +2.9% 1.71 0.15 B: 4.4% +5% Summer L: 3.2% +1.9% 2.41 222 (-2%) 247 (+9%) Yes Summer 2019 performance assessment The average en-route delay decreased from 3.72 minutes per flight in Summer 2018 to 2.41 minutes per flight in Summer 2019. 57% of the Summer delays were due to the reason ATC Staffing, 28% due to Weather, 7% due to ATC capacity, 5% due to Industrial Action, and 3% due to Equipment. The ACC capacity baseline was assessed with ACCESS / Reverse CASA to be at 247. During the measured period, the average peak 1 hour demand was 271 and the average peak 3 hour demand was 258. Operational actions Achieved Comments Improved airspace management / FUA Yes LFTRA42S Airspace management procedures for D54 during Summer season Yes Normal procedures applied Improvement of ATFCM procedures and STAM Yes CDM Processes and procedures Yes MAC + eNM Yes Improvement of cooperative traffic management during strong weather Cooperation to be enhanced in 2020 with other ACCs Yes episodes on airports and military ANSPs DFL changes in WW and MM sectors No Not needed anymore Improvement of FMP roster No Postponed to 2020 Improvement of mi-season rostering and HR Yes New seasonal roster punctual improvement Improvement of radar and radio coverage in Mediterranean Sea Yes
LSSIP Year 2019 France - Level 1 20 Released Issue Improvement of safety net Yes V4 before summer, V5 after summer with B2B Yes SALTO configurations sharing Maximum configuration: 26 UCESO (13+13) Yes 27 sectors were open Remedial measures Achieved Comments Continuous monitoring of the traffic evolution Yes Yes Implementation of airspace changes proposals Flexible rostering allowing better alignment between traffic demand and On-going Improvement of seasonal rostering implemented in sector opening times 2019. Yes Flexible configurations opening, according to the traffic flows
Improved ATFCM techniques Yes Yes Evaluation of possible ATFM scenarios Yes Adaptation of the ATCO recruitment levels At national level Yes Implementation of the eNM/ANSPs proposed measures Yes FABEC airspace restructuring project Contributor
France/Spain airspace restructuring project On-going works on-going
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 the measures that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
Implementation Free Route Airspace of FRA
Improved airspace management / FUA
Airspace Airspace Management management procedures for Advanced FUA D54 and R108 during Summer season
ZENA ZENA ZENA D54 MED/CORSE SUD/SUD-EST
Airport & TMA Network Integration
Improved ATFM procedures and STAM
CDM Processes and procedures
MAC+eNM
Cooperative Traffic Management Improvement of cooperative traffic management during strong weather episodes.
Airspace
Procedures
Improvement of
Staffing FMP roster East East and West
LSSIP Year 2019 France - Level 1 21 Released Issue Decrease number Gradual increase of number of ATCOs of ATCOs
West
Maintain number of ATCOs
Flexible roster
2020 2021 2022 2023 2024
Improvement of radar and radio coverage in Mediterranean Sea
Technical FOC (datalink)
4-Flight
implementation
SALTO incl. B2B
regulations
Capacity
Training for 4-Flight (January 2020 to Significant Events end 2021)
25 UCESO 25 UCESO 27 UCESO 28 UCESO 28 UCESO Max sectors (13+12) (13+12) (14+13) (15+13) (15+13)
Planned Annual Capacity Increase 0% 0% 6% 7% 7%
Reference profile Annual % Increase 17% 2% 2% 2% 2%
Difference Capacity Plan v. Reference -14.2% -16.0% -12.7% -8.5% -3.8% Profile
Annual Reference Value (min) 0.29 0.29 0.21 0.14 0.14
Additional information
On busy days, up to 24 sectors could be open if possible depending on actual staff availability.
LFMM EAST - sectors available - Summer 2020 LFMM EAST - sectors available - Summer 2020 01/04-10/04 & 14/04-01/05 11/04-13/04 & 02/05-03/05 14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 22 Released Issue LFMM EAST - sectors available - Summer 2020 LFMM EAST - sectors available - Summer 2020 04/05-08/05 & 11/05-14/05 09/05-10/05 & MON-FRI 15/05-12/06 14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0 08:00 09:00 10:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 21:00 22:00 23:00
LFMM EAST - sectors available - Summer 2020 LFMM EAST - sectors available - Summer 2020 SAT-SUN 16/05-14/06 MON-FRI 15/06-25/06 & TUE-THU 30/06-27/08 & 14 MON-FRI 01/09-11/09 14 12 12 10 10 8 8 6 6 4 4 2 2 0 0 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 LFMM EAST - sectors available - Summer 2020 FRI & MON 26/06-31/08 14
12
10
8
6
4
2
0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFMM EAST - sectors available - Summer 2020 LFMM EAST - sectors available - Summer 2020 14/09-18/09 & 21/09 & 25/09-27/09 19/09-20/09 14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 23 Released Issue LFMM EAST - sectors available - Summer 2020 22/09-24/09 & 18/10-24/10 14
12
10
8
6
4
2
0 08:00 09:00 10:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFMM EAST - sectors available - Summer 2020 4Flight Training - 28/09-04/10 14
12
10
8
6
4
2
0
00:00 00:30 01:00 01:30 02:00 02:30 03:00 03:30 04:00 04:30 05:00 05:30 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 22:00 22:30 23:00 23:30
LFMM EAST - sectors available - Summer 2020 4Flight Training - 05/10-17/10 14
12
10
8
6
4
2
0
00:00 00:30 01:00 01:30 02:00 02:30 03:00 03:30 04:00 04:30 05:00 05:30 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 22:00 22:30 23:00 23:30
LSSIP Year 2019 France - Level 1 24 Released Issue LFMM WEST - sectors available - Summer 2020 LFMM WEST - sectors available - Summer 2020 01/04-10/04 & 14/04-01/05 11/04-13/04 & 02/05-03/05 12 12
10 10
8 8
6 6
4 4
2 2
0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFMM WEST - sectors available - Summer 2020 LFMM WEST - sectors available - Summer 2020 04/05-08/05 & 11/05-14/05 09/05-10/05 & MON-FRI 15/05-19/06 12 12
10 10
8 8
6 6
4 4
2 2
0 0 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFMM WEST - sectors available - Summer 2020 LFMM WEST - sectors available - Summer 2020 SAT & SUN 16/05-21/06 22/06 & TUE-THU 23/06-03/09 & 04/09 & 07/09-11/09 12 12
10 10
8 8
6 6
4 4
2 2
0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFMM WEST - sectors available - Summer 2020 LFMM WEST - sectors available - Summer 2020 FRI & MON 26/06-31/08 SAT & SUN 27/06-13/09 12 12
10 10
8 8
6 6
4 4
2 2
0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 25 Released Issue LFMM WEST - sectors available - Summer 2020 LFMM WEST - sectors available - Summer 2020 14/09-18/09 & 21/09 & 25/09-27/09 19/09-20/09 12 12
10 10
8 8
6 6
4 4
2 2
0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFMM WEST - sectors available - Summer 2020 22/09-24/09 & 18/10-24/10 12
10
8
6
4
2
0 00:00 01:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 02:00 03:00 04:00 05:00 06:00 07:00 21:00 22:00 23:00
LFMM WEST - sectors available - Summer 2020 4Flight Training - 28/09-04/10 12
10
8
6
4
2
0 00:00 00:30 01:00 21:00 21:30 22:00 22:30 23:00 01:30 02:00 02:30 03:00 03:30 04:00 04:30 05:00 05:30 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 23:30
LSSIP Year 2019 France - Level 1 26 Released Issue LFMM WEST - sectors available - Summer 2020 4Flight Training - 05/10-17/10 12
10
8
6
4
2
0 03:30 04:00 04:30 05:00 00:00 00:30 01:00 01:30 02:00 02:30 03:00 05:30 06:00 06:30 07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 21:30 22:00 22:30 23:00 23:30 All times are UTC.
LFMMACC - Reference capacity profile and alternative scenarios 350
330
310
290
270
250
230
210 Capacity Capacity profile (movements per hour) 190
170
150 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 288 294 300 306 312 Capacity Profile - Shortest Routes (Open) 287 293 300 305 311 Capacity Profile - Current Routes 280 287 293 299 305 Capacity Profile - High 294 305 314 322 330 Capacity Profile - Low 283 284 285 286 287 Capacity Baseline 227 247 2020 - 2024 Plan 247 247 262 280 300
2020-2024 Planning Period Outlook A significant capacity gap is expected throughout the entire planning period, up to -16%. The situation will start to improve as from 2022.
LSSIP Year 2019 France - Level 1 27 Released Issue PARIS ACC Traffic and en-route ATFM delays 2015-2024
LFFFALL - 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 3925 4122 4022 4122 4183 Summer Traffic 3502 3574 3595 3661 3630 Yearly Traffic 3205 3266 3313 3354 3354 Summer Traffic Forecast 3672 3731 3796 3847 3887 High Traffic Forecast - Summer 3732 3851 3911 3947 3972 Low Traffic Forecast - Summer 3601 3597 3605 3607 3611 Summer enroute delay (all causes) 0.17 0.40 0.17 0.35 0.22 Yearly enroute delay (all causes) 0.14 0.34 0.12 0.23 0.24
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Paris Traffic Forecast (2019 vs 2018) ACC Actual ACC Reference All reasons Current Shortest Traffic Value Routes Routes Capacity Planned Achieved gap? Year H: 1.7% No 0.0% 0.24 0.14 B: 1.2% significant Summer L: 0.4% impact -0.8% 0.22 291 (+1%) 288 (+0%) No Summer 2019 performance assessment The average en-route delay decreased from 0.35 minutes per flight in Summer 2018 to 0.22 minutes per flight in 2019. 55% of the Summer delays were due to the reason Weather, 20% due to ATC Capacity, 9% due to Industrial Action, and 8% due to Equipment. The ACC capacity baseline was assessed with ACCESS to be at 288, same level as in Summer 2018. During the measured period, the average peak 1 hour demand was 276 and the average peak 3 hour demand was 253. Operational actions Achieved Comments Improved airspace management / FUA Yes FUA restrictions xStream operational trials Yes Successful trials Improved ATFCM procedures and STAM / GF project Yes Contribution to handle traffic during LFPO runway Yes CDM Processes and procedures works MAC + eNM Yes Reorganization of lower airspace and delegation of ATS to APP units below No Project suspended at national level FL115 (South of FIR) Roster changed on 1st April 2019 and adjusted on Yes Gradual roster improvements 1st January 2020 SALTO Yes V5 end of 2019 (after summer) Maximum configuration: 16 UCESO (8+8) Yes 20 sectors opened
LSSIP Year 2019 France - Level 1 28 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 the measures that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
FRA Free Route Airspace Implementation
Airspace Management Improved airspace management / FUA Advanced FUA
Airport & TMA Network Integration
Improved ATFCM procedures and STAM / GF project
Cooperative Traffic Management CDM Processes and procedures
MAC + eNM
Reorganization of lower airspace and delegation of Airspace ATS to APP units below FL115 (North West of FIR)
Procedures
Gradual roster improvements Staffing Decrease number of ATCOs Maintain number of ATCOs
FOC (datalink)
SALTO incl. B2B
Technical regulations
4-Flight
Implementation
Capacity
Training for 4Flight (autumn 2021 to Significant Events end 2022)
Olympic games
Paris
14 UCESO 14 UCESO 12 UCESO 12 UCESO 16 UCESO Max sectors (7+7) (7+7) (6+6) (6+6) (8+8)
Planned Annual Capacity Increase 0% 0% -2% 6% 7%
Reference profile Annual % Increase 0% 0% 1% 1% 2%
Difference Capacity Plan v. Reference 0.0% 0.0% -3.1% 1.7% 7.0% Profile
Annual Reference Value (min) 0.14 0.14 0.12 0.09 0.09
Additional information
The charts below show an outline of available sector configuration for a typical day for summer 2020 for each zone (same sectors opening for each). A new roster is under discussion. On busy days, up to 14 sectors could be open if possible depending on actual staff availability.
LSSIP Year 2019 France - Level 1 29 Released Issue LFFF Each area - sectors available - Summer 2020 27/04 - 13/07 & 28/08-08/10 8 7 6 5 4 3 2 1 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFFF Each area - sectors available - Summer 2020 01/01 - 26/04 & 14/07 - 27/08 & 08/10 - 31/10 8 7 6 5 4 3 2 1 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 30 Released Issue LFFFACC - Reference capacity profile and alternative scenarios 330
310
290
270
250
230
210 Capacity Capacity profile (movements per hour) 190
170
150 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 288 288 291 294 299 Capacity Profile - Shortest Routes (Open) 288 288 291 294 299 Capacity Profile - Current Routes 288 288 291 294 299 Capacity Profile - High 291 297 302 307 312 Capacity Profile - Low 288 288 288 288 288 Capacity Baseline 288 288 2020 - 2024 Plan 288 288 282 299 320
2020 – 2024 Planning Period Outlook A minor capacity gap might be experienced in Paris ACC in 2022.
LSSIP Year 2019 France - Level 1 31 Released Issue REIMS ACC Traffic and en-route ATFM delays 2015-2024
LFEEACC - Traffic and en-route ATFM delays
4000 2.0
1.8 3500 1.6 3000 1.4 2500 1.2
2000 1.0
0.8 1500 IFR Average) flights (Daily 0.6
1000 flight) per Enroute (minutes Delay 0.4 500 0.2
0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 3267 3377 3480 3608 3584 Summer Traffic 2899 3021 3096 3205 3151 Yearly Traffic 2574 2668 2753 2843 2799 Summer Traffic Forecast 3207 3264 3322 3371 3413 High Traffic Forecast - Summer 3254 3359 3448 3526 3590 Low Traffic Forecast - Summer 3152 3147 3154 3153 3152 Summer enroute delay (all causes) 0.66 0.40 0.38 1.93 0.65 Yearly enroute delay (all causes) 0.55 0.26 0.26 1.22 0.54
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Reims Traffic Forecast (2019 vs 2018) Actual ACC Reference ACC All reasons Current Shortest Traffic Value Routes Capacity Routes Planned Achieved gap? Year H: 3.2% No -1.6% 0.54 0.17 B: 2.6% significant Summer L: 1.3% impact -1.7% 0.65 198 (-3%) 207 (+1%) Yes Summer 2019 performance assessment The average en-route delay decreased from 1.93 minutes per flight in Summer 2018 to 0.65 minutes per flight in Summer 2019. 47% of the Summer delays were due to Staffing, 31% due to ATC Capacity, and 18% due to Weather. The ACC capacity baseline was measured with ACCESS/Reverse CASA at 207. During the measured period, the average peak 1 hour demand was 222 and the average peak 3 hour demand was 205. Operational actions Achieved Comments Improved airspace management / FUA Yes FUA with TSA200 and TRA22 FABEC XMAN (EGKK, EHAM) Yes XMAN EHAM postpone to 2021 Improved ATFCM procedures and STAM Yes CDM Processes and procedures Yes CAP MAC +eNM Yes Flexible rostering Yes Extra shift from mid-April to mid-October SALTO Yes V5 end 2019 (after summer) Improvement of safety net Yes PC STCA implemented in January 2019. Maximum configuration: 16 UCESO Yes 18 sectors were open Remedial measures Achieved Comments Continuous monitoring of the traffic evolution Yes Yes Implementation of airspace changes proposals
LSSIP Year 2019 France - Level 1 32 Released Issue Flexible rostering allowing better alignment between traffic demand and Yes sector opening times Yes Flexible configurations opening, according to the traffic flows Yes Improved ATFCM techniques Yes Evaluation of possible ATFM scenarios
Adaptation of the ATCO recruitment levels Yes At national level Yes Implementation of the eNM/ANSPs proposed measures
FABEC airspace restructuring project Yes Contributor
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 the measures that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
FRA Free Route Airspace implementation
Improved airspace management / FUA Airspace Management ZENA Advanced FUA TRA22+TRA305
Airport & TMA Network Integration
Improved ATFCM procedures and STAM
Cooperative Traffic Management CDM Processes and procedures
MAC + eNM
Reorganization of lower airspace Airspace with Strasbourg and Bale APP
Procedures
Flexible rostering
10% decrease in Staffing number of ATCOs Decrease number Increase number Maintain number of ATCOs (including trainers of ATCOs of ATCOs for 4Flight)
4-Flight
implementation
Technical SALTO incl. B2B
regulations
FOC (datalink)
Capacity
Training for 4-Flight (January 2020 to end Significant Events 2021)
Max sectors 16 UCESO 16 UCESO 18 UCESO 18 UCESO 18 UCESO
Planned Annual Capacity Increase -3%* 0%* 6% 7% 7%
Reference profile Annual % Increase 11% 2% 2% 2% 2%
Difference Capacity Plan v. Reference -12.6% -14.1% -10.5% -5.8% -0.8% Profile
Annual Reference Value (min) 0.32 0.32 0.25 0.18 0.18
Additional information * Due to lack of qualified ATCOs
LSSIP Year 2019 France - Level 1 33 Released Issue The charts below show a typical outline of available sector configuration for summer 2020. Note that from May 29th to September 6th, specific shift configuration might lead to an offer of sectors diminished by 1.
LFEE - sectors available - Summer 2020 01/04 - 30/04 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFEE - sectors available - Summer 2020 01/05 - 28/05 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFEE - sectors available - Summer 2020 29/05 - 06/09 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 34 Released Issue LFEE - sectors available - Summer 2020 07/09 - 27/09 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LFEE - sectors available - Summer 2020 28/09 - 24/10 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
LSSIP Year 2019 France - Level 1 35 Released Issue LFEEACC - Reference capacity profile and alternative scenarios 280
260
240
220
200
180
160 Capacity Capacity profile (movements per hour) 140
120
100 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 230 234 238 242 246 Capacity Profile - Shortest Routes (Open) 231 235 239 243 247 Capacity Profile - Current Routes 227 231 235 239 243 Capacity Profile - High 235 242 250 257 262 Capacity Profile - Low 226 226 227 227 228 Capacity Baseline 204 207 2020 - 2024 Plan 201 201 213 228 244
2020-2024 Planning Period Outlook A significant capacity gap is expected throughout the entire planning period, up to -14%. The situation will start to improve as from 2022.
LSSIP Year 2019 France - Level 1 36 Released Issue 3. Implementation Projects
The tables below present the high-level information about the main projects currently ongoing in France. The details of each project are available in Chapter 2 of the Level 2 - Detailed Implementation Status document. National projects
Name of project: Organisation(s): Schedule: Status: Links: 4-FLIGHT DSNA (FR) The contract has been awarded in Procurement has been L3: ATC07.1, ITY-AGDL October 2011. Complete awarded in October 2011 implementation scheduled between Initial trials performed 2017 and 2025. successfully in December 2012. Implementation is on- going, partial planned operational use performed in two pilots ACC in 2017 and 2018. Commissioning is planned in pilot ACCs (Reims and Marseille) by Winter 2021-2022. 4-FLIGHT Defence DSNA (FR), Mil. Authority (FR) 2016-2020 Procurement is under final L3: ATC07.1, ATC12.1, ITY- discussion for defence. AGDL AMAN. DSNA (FR) 2019-2023 AMAN is operational in L3: ATC15.1 version 2 at Paris-CDG, Paris- Orly, Lyon-Saint Exupéry, Nice-Côte d’azur TMA, LFFF, and LFMM. A new more complete version will be implemented in 2020-2021. ILS rationalization DSNA (FR) 34 ILS have been decommissioned, 12 have been transferred to the airport operators.
LSSIP Year 2019 France - Level 1 37 Released Issue Name of project: Organisation(s): Schedule: Status: Links: PBN APV DSNA (FR) 2012-2022 Publication of RNAV approach L3: NAV10 procedures: 165 LPV and 99 baro-VNAV are already published for 220 instrument runway ends. SEPIA DSNA (FR) 2017 to 2022 Responses to the call for L3: ITY-ADQ tender are under review. DP2016: DP AF 5.3.1 (Compliance with SESAR interoperability standards are required) SOFIA DSNA (FR) 2016 to 2022 Consolidation of users’ needs L3: ITY-ADQ and, elaboration of service DP2016: AF 5.3.1 (Compliance implementation roadmap. with SESAR interoperability Management for launching standards are required) related projects for implement new services.
SYSAT DSNA (FR) From 2011 to 2030 Procurements started in 2014. L3: AOP04.1, AOP04.2, AOP05, First order was made in April FCM03, SAF11 2015. Commissioning is planned in Orly airport by Winter 2023/2024 and in CDG/Le Bourget airports by Winter 2025/2026. 75% of the group 2 airports will be equipped by SYSAT system by 2027.
LSSIP Year 2019 France - Level 1 38 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 France - Level 1 39 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 France - Level 1 40 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 France - Level 1 41 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 National and cross-border Direct Routes (DCT) including Long Range Direct Routings; 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 France - Level 1 42 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 France - Level 1 43 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 France - Level 1 44 Released Issue Multinational projects
Name of project: Organisation(s): Schedule: Status: Links: COFLIGHT DSNA (FR), ENAV (IT) 2006 - 2024 Implementation phase L3: ATC07.1, ITY-AGDL ongoing. First deployment in pilot ACCs performed. Coflight Cloud Service DSNA (FR), ENAV (IT) 2014 - 2024 Implementation phase - ongoing. First service commissioning for skyguide planned on 2020 New Voice Communication DSNA (FR), MUAC ANSP (MAS) 2016 - 2024 MUAC: 2016 - System (NVCS) DSNA: 2017-2024: software development ongoing; systems installation in progress at CRNA/O; CRNA/SO systems under development in Factory.
LSSIP Year 2019 France - Level 1 45 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 France.
Project ID Title Status Start End Countries Leaders Description Services Funding 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. PODIUM PODIUM Ongoing 01-01- 31-12- Belgium, The PODIUM (Proving Operations of H2020-SESAR- 2018 2019 Denmark, Drones with Initial UTM) project will 2016-1 France, demonstrate U-space services, Netherlands procedures and technologies, providing conclusions on the maturity of U-space services and technologies when used in a defined set of operational scenarios and environments. 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.
LSSIP Year 2019 France - Level 1 46 Released Issue Project ID Title Status Start End Countries Leaders Description Services Funding Date Date Sources SKYOP SKYOPENE Completed 01-05- 31-10- Belgium, SKYOPENER will develop a system and H2020- R 2016 2018 France, Italy, operational processes that will reduce Galileo-2015-1 Switzerland, all categories of risks associated with United RPAS and allow an ANSP to manage Kingdom VLL RPAS operations. The project will also demonstrate two innovative applications: e-TOD and the surveillance of critical infrastructure that both benefit from EGNSS for measurement geolocation and datation. PercE PercEvite Ongoing 01-09- 31-08- Belgium, The Project will develop a sensor, H2020-SESAR- 2017 2020 France, communication, and processing suite 2016-1 Netherlands for small drones for autonomously detecting and avoiding “ground- based” obstacles and flying objects. 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. USIS USIS Planned 01-01- 31-07- France, The USIS project aims at validating the H2020-SESAR- 2019 2019 Hungary initial core UAV Traffic Management 2016-2 services under different conditions of operations (i.e. BVLOS, E-VLOS and VLOS) and environment (i.e. rural, sub- urban and urban). MUST MUST Planned 01-01- France Multiple U-Space Services in Toulouse. CEF-SESAR- 2018 2018-1 U- SPACE
LSSIP Year 2019 France - Level 1 47 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
Continuous cooperation relating to coordination and transfer procedures, airspace and route planning, etc., normally takes place between adjacent States, in accordance with ICAO SARPs and PANS. This cooperation is, among other issues, focused towards implementation of the ECAC Objectives and is complementary to the work undertaken for implementation of the European ATM Master Plan. More specific cooperation/coordination arrangements, which may be useful in coordinating Local Actions between adjacent States, are highlighted below. The ATM Master Plan, its level 3 ESSIP components and the Pilot Common Project provide the main framework on which these Regional Plans rely. In addition to the involvement in the FABEC initiative, the bilateral or multilateral coordination arrangements already set up by DSNA are the following: • AEFMP cooperation, started in 1991 with Spanish and Portuguese ANSPs, progressively joined by Algerian, Moroccan ones and more recently by Tunisian OACA. • Member of A6 (ENAIRE, DFS, DSNA, ENAV, NATS, PANSA, COOPANS) in close cooperation with Skyguide, • Coordination with the 6-States/EUROCONTROL (Belgium, France, Germany, Luxembourg, The Netherlands, United Kingdom), • SOUTH-WEST AXIS, to improve ATM capacity and reduce delays in the area of Switzerland, Northern-Italy, Northern Eastern Spain, France and United Kingdom with EUROCONTROL collaboration, • Member of ESSP (European Satellite Service Provider) EGNOS, • Member of the SESAR JU and SESAR Deployment Alliance that drive the Deployment of SESAR as “SESAR Deployment Manager”, • Member of ANSPs cooperation for system developments such as New Voice Communication System implementation and ATM system developments,
Some DSNA partnerships DSNA is involved in three major projects in partnership with ENAV: The aim of COFLIGHT is to implement with ENAV a new FDP system that will be compliant to SES interoperability regulation. Following the definition phase, the realization of the COFLIGHT software has started in 2006, and several versions have been delivered. Based on COFLIGHT, DSNA and its partners ENAV, Skyguide and Malta Air Traffic Service has launched the “Coflight Cloud Services”. The objective is to rely on the Coflight product to provide FDP remotely service and system’s maintenance to other ANSPs. The ERATO partnership signed in 2015 aims at developing and maintaining together the ERATO MTCD tool. ERATO has been operational in DSNA Brest and Bordeaux ACCs since 2015 and has been commissioned in the 4 ENAV ACCs in 2019. DSNA and ENAV have established a joint procurement grouping and will sign early 2020
LSSIP Year 2019 France - Level 1 48 Released Issue a long term contract with Industry for defining, developing and maintaining a new generation MTCD tool based on ERATO to be operational in all DSNA and ENAV ACCs.
DSNA is also involved in: Common specification and procurement with Maastricht ACC (MUAC) of a next generation VCS (Voice Communications System).
o In 2008, a working group of FABEC members developed the specifications for a new VCS (Voice Communication System) taking into account the needs of the FABEC ANSPs as well as the evolutions towards new common functional needs such as the management of the radio and the telephone on the same VCS. It was also an opportunity to take into account compulsory technological evolutions such as the transportation of the voice communications over IP.
o Following the preparation of these specifications, DSNA and MUAC/EUROCONTROL (Maastricht ACC Center) decided to collaborate to conduct a tender procedure for the development, supply and maintenance of New VCS (NVCS Project). A cooperation agreement has been drawn up between MUAC and DSNA to determine the rules for collaboration between the two organizations. One of the characteristics of this cooperation agreement was that a 20-year framework agreement would be awarded in partnership between MUAC and DSNA and that the tendering procedure would be carried out by DSNA, according to the rules of the French Public Procurement Code.
o The framework agreement offers the possibility for other FABEC ANSPs, if they wish, to integrate the cooperation agreement and to benefit rapidly of a NVCS system “ready for use”, compliant with European regulation and using state of the art technologies as well as from all the services offered by Framework agreement under the same conditions as the DSNA and MUAC.
o The NVCS project enable DSNA, MUAC to satisfy the following objectives: . Purchasing of NVCS primary and backup systems under a common framework contract . Implement an advanced Voice Communications System capable of delivering voice services over any possible telecom infrastructure in the foreseeable future. . Support a coordinated transition from TDM (Time Division Multiplexing) based switching to Voice over IP (VoIP) among different Air Navigation Services Providers (ANSPs). . Increased cost-effectiveness of the ANSP’s investments as a result of scale effects in the acquisition process as well as during the maintenance phase. . NVCS Backup will replace current radio and telephone backup at CDG Airport. Radio backup functionalities will be taken into service in 2020.
o The perimeter of NVCS project in DSNA is to replace main and backup radio/telephone chains of the five French ACCs and also replace Back-up VCS for CDG airport.
o It takes onboard the NIS (Network and Information Security - EU Directive 2016/1148 of 06/07/16) as new security functionalities are mandatory for entry into operational service.
o Brest ACC will be the first of five DSNA area control centres (ACCs) to be equipped with Main and Backup NVCS. Start of operation is planned for early 2023
o Bordeaux project was launched in 2017, contract has been notified on November 2017. Start of operation is planned for 2024/2025.
o Aix-en-Provence, Reims, and Athis ACCs will follow.
Projects where sound importance is given to partnership with European ANSPs:
o PENS, its evolution New PENS in which DSNA is deeply involved in the definition and the governance.
o SPINET (Safety Phone IP Network) is a bi-national project between Skyguide and DSNA. Skyguide is currently operating a network providing telecommunications links for inter ACCs audio communications, named SETINET, used for DSNA-Skyguide and DSNA-ENAV communications, and based on the TDM (Time Division Multiplex) technique, which is getting obsolete and costly. Every telecom operator is phasing out this kind of links, the end of service being foreseen end 2020. In order
LSSIP Year 2019 France - Level 1 49 Released Issue to cope with this issue, Skyguide and DSNA decided to study and put in operation a new solution, designed to replace this network in a short time frame, and foreseen to be cheaper, more resilient, more flexible, and more reliable. Each ANSP will operate a dedicated MPLS (Multi-Protocol Label Switching) over IP network, and will share its telecommunication capacity with the other ANSP, thanks to inter-links between the networks in each access point. In order to mitigate common-mode outages, the ANSPs will rent their networks to different telecom operators. Each ANSP could expand its own network with new access points everywhere else. SPINET is scheduled to replace SETINET by end 2020. Common specification and procurement with Skyguide of an AMHS compliant message switching system (MESANGE: MESsagerie Aéronautique de Nouvelle GEnération) leading to system implementation in 2016;
o ESSP: DSNA is a shareholder of the ESSP SAS Company established in Toulouse in 2009, along with other European ANSPs (DFS, ENAIRE, ENAV, NATS, NAV-P, skyguide). The main aim of the cooperation between these seven ANSPs is having ESSP operating the EGNOS infrastructure and delivering several services, in particular the EGNOS Safety of Life service used by aviation to provide LPV approaches over Europe. A Board of Directors ensures the governance of the ESSP where shareholders are represented. The Board of Directors meets on a quarterly basis and it is supported by the CEO of the company, as well as by the financial and strategic direction. ESSP has won in 2014 the EGNOS operating contract for 8 years, following a competitive call for tender managed by GSA, the European GNSS Agency. ESSP is now an established and a key player in Europe in the field of satellite navigation services. ESSP is also developing business and consulting activities in several areas, ranging from expanding EGNOS services and user communities, to managing pan European networks.
o SWIM: DSNA is leading the SWIM governance ini.a.ve in the SDM framework, together with 23 partners representing ANSPs, airports, airlines, EUROCONTROL, MET providers and the Military. In addition, together with ENAV, DSNA is pioneering SWIM compliant services with Coflight Cloud Services, the first actual candidate SWIM service to be registered in the European SWIM registry. DSNA has started to deliver ED-254 SWIM AMAN service to two partners, namely Air France and Aéroport de Paris, and to consume Meteorology services.
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 Program. 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.
LSSIP Year 2019 France - Level 1 50 Released Issue Areas of DSNA involvement in 2019: • 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.); • 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.); • A6 activities: develop proposals for improvement of the ATM system in Europe and drive their implementation (e.g. SESAR Digital Backbone).
Regional AEFMP Framework The AEFMP initiative was set up in 1996 in order to harmonize and optimize the air navigation operations among Algeria, Spain, France, Morocco and Portugal. This collaboration was renewed in 2002 with the signature of a Joint AEFMP Plan. It aims at promoting the establishment of common regional convergence objectives in order to increase safety and achieve a high operational efficiency in the provision of services. After 14 years of fruitful cooperation, the AEFMP MoU (Memorandum of Understanding) was signed in January 2016 among the five countries, and publicly ratified during the WAC (World ATM Congress) held in Madrid, in March 2016, with the attendance of representatives of the European Commission. The renewed framework of cooperation includes updated leading principles and reinforced cooperation to face current and future ATM (Air Traffic Management) developments steaming from the SES (Single European Sky) framework evolution. Having celebrated in 2018 the inclusion of Tunisia in AEFMP membership, AEFMP was gratified on 12th March 2019for its activities by a Single European Sky Special Mention for “Cooperation”. Such AEFMP’s activities are particularly focused on harmonization of procedures, improvement of interoperability and management of implementation of new systems. Accordingly, the main AEFMP objectives are to:
• coordinate and collaborate on the operational and technical enablers’ alignment; • harmonize and optimize the deployment timeline of the operational and technical enablers; • push towards more interoperable systems; • optimize the traffic flows across the AEFMP area; and • interconnect ATM systems, share data stemming from AEFMP facilities and systems.
The main achievements of the AEFMP have been the result of the collaboration in the following areas:
• Optimum use of Technical Systems: technical optimization is considered essential to provide the users with systems aimed at improving or maintaining performance through synchronized interoperable technology deployment. Likewise, the main general objectives are to: o establish systems and common protocols allowing a reliable, quick and effective exchange of information between operational centres; o share data stemming from technical premises between cross‐border units, when pertinent; o share technical knowledge and experience between AEFMP ANSPs and propose new technical ways of improving CNS/ATM systems.
LSSIP Year 2019 France - Level 1 51 Released Issue
• Optimum use of Airspace: common methods and procedures as well as operational changes have been and shall be assessed considering the impact on global performance and in order to optimize the use of the AEFMP airspace by its users. Also, some of the general objectives are to: o study and elaborate common working methods for the area, as well as establishing support systems necessities; o establish common criteria for airspace organization and co‐ordination of adjacent units in order to avoid bottlenecks; o analyse delays in the AEFMP area and propose joint measures in order to reduce delays in the area.
AEFMP areas of work include inter-FAB and other non AEFMP countries collaboration activities, with the aim to promote SES objectives to EU neighbouring airspaces in Western Mediterranean. It is worth to highlight two events having occurred in 2019:
• On March 12, 2019 during the World ATM Congress in Madrid, AEFMP actions have been rewarded by European Commission through a Special Mention in the category “Cooperation” of the Single European Sky Awards; • Launch of a specific task, coordinated by ENNA (Algeria) about cooperation in the implementation of TOD.
For further information on AEFMP, please consult our website: www.aefmp‐atm.org.
LSSIP Year 2019 France - Level 1 52 Released Issue 5. Implementation Objectives Progress
State View: Overall Objective Implementation Progress
The graph below shows progress for all Implementation Objectives (applicable and not applicable to France). Globally, 66% of the objectives are already implemented or ongoing according to schedule and 25% of them are considered late according to current deadlines.
5; [5%] 5; [5%]
Completed 42; [41%] Ongoing 25; [25%] Late Not yet planned Not Applicable
25; [25%]
Country related objectives The status of compliance, achievements and main points of concerns for ESSIP objectives applicable to France can be summarized as follows regarding country related 34 applicable objectives:
11 objectives are already completed:
- AOM13.1, Harmonise Airt Traffic (OAT) and General Air Traffic (GAT) Handling - AOM19.1 ASM Support Tools to support Advanced FUA (AFUA) - AOM21.1 Direct Routing - ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations - ATC02.8, Ground-based Safety Nets - ATC02.9, Enhanced Short Term Conflict Alert (SCTA) for TMAs - ATC15.1 Information Exchange with En-route in Support of AMAN - ATC16 Implement ACAS II Compliant TCAS change 7.1 - COM11.2 Voice over Internet Protocol (VoIP) in Airport/Terminal - FCM01 Implement enhanced tactical flow management services - ITY-COTR Implementation of ground-ground automated coordination process
LSSIP Year 2019 France - Level 1 53 Released Issue 16 objectives are considered as late:
- AOM19.2, ASM Management of Real-Time Airspace Data - AOM21.2 Free Route Airspace - ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring - ATC17, Electronic Dialogue as automated assistance to controller during coordination and transfer - COM10 Migrate from AFTN to AMHS - COM12 New Pan-European Network Service (NewPENS) - FCM03 Collaborative Flight Planning - FCM08, Extended Flight Plan - INF07, Electronic Terrain and Obstacle Data (eTOD) - INF08.1 Information Exchanges using the SWIM Yellow TI Profile - ITY-ACID, Aircraft identification - ITY-ADQ, Ensure quality of aeronautical data and aeronautical information - ITY-AGDL, Initial ATC air-ground data link services - ITY-AGVCS2, 8,33 kHz air-ground voice channel spacing below FL195 - ITY-FMTP, Common Flight Message Transfer Protocol (FMTP) - SAF11, Improve Runway Safety Preventing Runway Excursions
Delays impacting the full achievement of these objectives are linked to two ongoing major national projects and investments for the renewal of legacy systems: CSSIP program for deployment of a new network infrastructure enabling for voice and data over IP, and 4-Flight for transition to a new SESAR compliant ATM system including final Data-Link capabilities (as from 2018), for which a new implementation plan has been presented by DSNA to the Users and to the Commission (final implementation end 2020). Regarding ADQ, AGVCS2 and eTOD implementations, delays are mainly due to the complexity of implementation and the coordination of the numerous stakeholders (airports operators for example with the necessary revision of current working agreements).
3 objectives have not been planned yet (NAV3.2, RNP 1 in TMA Operations, ATC19, Enhanced AMAN-DMAN integration and ATC20, Enhanced STCA with down-linked parameters via Mode S EHS). They are currently under study before establishing the final planning.
2 objectives are considered as not applicable as no implementation is currently foreseen by DSNA in France (NAV12, ATS IFR Routes for Rotorcraft Operations and ATC18, Multi-Sector Planning En-route - 1P2T).
The remaining objectives are ongoing or planned and are progressing according to the implementation milestones.
Airports related objectives
All airports operators of the four coordinated French airports (Paris Roissy-CDG, Paris Orly, Lyon-Saint-Exupéry, Nice- Côte d’Azur) have provided data together with DTA, DSAC, DSNA and DIRCAM. Compliance has also been assessed for the two other LSSIP French airports involved (Toulouse-Blagnac, Marseille-Provence).
Regarding environmental objectives: ENV1 is ongoing (CDAs planned or in place in these six airports regarding ASBU Block 0 and ongoing regarding ASBU Block 1), and for ENV2: environmental management is in place between all involved stakeholders of those airports.
AMAN tools and procedures are implemented according to the related objective in the concerned French airports (Paris-Orly, Paris-Roissy- and Nice-Côte d’Azur).
LSSIP Year 2019 France - Level 1 54 Released Issue Paris-Roissy is labelled A-CDM since November 2010 (FUM process implementation in February 2013 and procedures in adverse conditions including de-icing prior to end 2013). Paris-Orly CDM has been implemented 17th November 2016. Lyon-Saint-Exupéry is labelled A-CDM since November 2016 and A-CDM at Nice-Côte d’Azur has an implementation scheduled mid-2020 (Advanced Tower Concept implemented in 2017). No A-CDM implementation is planned in Toulouse-Blagnac and Marseille-Provence airports but the Advanced Tower Concept implementation is under study.
A-SMGCS level 1 and level 2 objectives are completed for both major Paris airports and Nice-côte d’Azur. A-SMGCS level 1 is also implemented at Lyon-Saint Exupéry airport but, due to the level of required investments (mainly surveillance systems), achievement of the A-SMGCS level 1 is late for other airports (Toulouse, Marseille) and for level 2 in Lyon-Saint Exupéry. Nevertheless, the projects are running and full implementation is planned before 2023.
Automated assistance to Controller for Surface Movement Planning and Routing, Initial Airport Operations Plan objectives are planned and are progressing according to the implementation milestones.
Improve runway and airfield safety with ATC clearances monitoring objective is late at Paris airports and Nice-Côte d’Azur due to the deployment of SYSAT (new ATM system for TMAs) expected end 2023.
Remaining objectives are ongoing according to schedule.
It should also be noted that 3 remote tower systems and services are currently planned to be implemented in France by DSNA between 2020 and 2023 in Cannes-Mandelieu, Pau-Pyrénées and Tours-Val de Loire.
LSSIP Year 2019 France - Level 1 55 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
Optimized 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 70 %
AOM19.3 Full Rolling ASM/ATFCM Process and ASM 70 %
Information Sharing
AOM19.4 Management of Pre-defined Airspace 20 %
Configurations
FCM01 Implement enhanced tactical flow 100 %
management services
FCM03 Collaborative Flight Planning 73 %
FCM04.2 Short Term ATFCM Measures (STAM) - Phase 63 %
2
FCM05 Interactive Rolling NOP 33 %
FCM06 Traffic Complexity Assessment 80 %
LSSIP Year 2019 France - Level 1 56 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 45 %
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
LFMN - Nice Airport 100 %
LFPG - Paris CDG Airport 100 %
LFPO - Paris Orly Airport 100 %
ATC12.1 Automated Support for Conflict Detection, 47
Resolution Support Information and %
Conformance Monitoring
ATC15.1 Information Exchange with En-route in 100 %
Support of AMAN
ATC15.2 Arrival Management Extended to En-route 78 %
Airspace
ATC16 Implement ACAS II compliant with TCAS II 100 %
change 7.1
ATC17 Electronic Dialogue as Automated Assistance 38
to Controller during Coordination and %
Transfer
ENV01 Continuous Descent Operations (CDO)
LFBO - Toulouse Airport 100 %
LFLL - Lyon Airport 100 %
LFML - Marseille Airport 78 %
LFMN - Nice Airport 100 %
LFPG - Paris CDG Airport 78 %
LFPO - Paris Orly Airport 78 %
ITY-COTR Implementation of ground-ground automated 100 %
co-ordination processes
NAV03.1 RNAV 1 in TMA Operations 69
%
NAV03.2 RNP 1 in TMA Operations 1 %
LSSIP Year 2019 France - Level 1 57 Released Issue NAV10 RNP Approach Procedures to instrument RWY 82 %
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)
LFBO - Toulouse Airport 45 %
LFLL - Lyon Airport 100 %
LFML - Marseille Airport 16 %
LFMN - Nice Airport 100 %
LFPG - Paris CDG Airport 100 %
LFPO - Paris Orly Airport 100 %
AOP04.2 Advanced Surface Movement Guidance and
Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2)
LFBO - Toulouse Airport 33 %
LFLL - Lyon Airport 58 %
LFML - Marseille Airport 5 %
LFMN - Nice Airport 100 %
LFPG - Paris CDG Airport 100 %
LFPO - Paris Orly Airport 100 %
AOP05 Airport Collaborative Decision Making (A-
CDM)
LFLL - Lyon Airport 100 %
LFMN - Nice Airport 81 %
LFPG - Paris CDG Airport 100 %
LFPO - Paris Orly Airport 100 %
AOP10 Time-Based Separation
LFPO - Paris Orly Airport 10 %
LSSIP Year 2019 France - Level 1 58 Released Issue AOP11 Initial Airport Operations Plan
LFBO - Toulouse Airport 0 %
LFLL - Lyon Airport 100 %
LFML - Marseille Airport 0 %
LFMN - Nice Airport 30 %
LFPG - Paris CDG Airport 36 %
LFPO - Paris Orly Airport 36 %
AOP12 Improve Runway and Airfield Safety with
Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)
LFMN - Nice Airport 28 %
LFPG - Paris CDG Airport 40 %
LFPO - Paris Orly Airport 40 %
AOP13 Automated Assistance to Controller for
Surface Movement Planning and Routing
LFMN - Nice Airport 10 %
LFPG - Paris CDG Airport 10 %
LFPO - Paris Orly Airport 10 %
SAF11 Improve Runway Safety by Preventing 100 %
Runway Excursions
LSSIP Year 2019 France - Level 1 59 Released Issue Enabling Aviation Infrastructure
<16 16 17 18 19 20 21 22 23 24 25 >26
COM10 Migrate from AFTN to AMHS 87 %
COM11.1 Voice over Internet Protocol (VoIP) in En- 70 %
Route
COM11.2 Voice over Internet Protocol (VoIP) in 100 %
Airport/Terminal
COM12 New Pan-European Network Service 60 %
(NewPENS)
FCM08 Extended Flight Plan 5 %
INF07 Electronic Terrain and Obstacle Data (eTOD) 73 %
INF08.1 Information Exchanges using the SWIM 13 %
Yellow TI Profile
ITY-ACID Aircraft Identification 90 %
ITY-ADQ Ensure Quality of Aeronautical Data and 29 %
Aeronautical Information
ITY-AGDL Initial ATC Air-Ground Data Link Services 82 %
ITY- 8,33 kHz Air-Ground Voice Channel Spacing 40 %
AGVCS2 below FL195
ITY-FMTP Common Flight Message Transfer Protocol 88 %
(FMTP)
ITY-SPI Surveillance Performance and Interoperability 71 %
LSSIP Year 2019 France - Level 1 60 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 96.83 % B0-APTA Improved Airport Accessibility 100 %
82.0 % B0-ASUR Improved access to Optimum Flight Levels 100 %
through Climb/Descent Procedures using 71.0 % 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) 89.0 % B0-DATM Service Improvement through Digital 100 %
Aeronautical Information Management 29.0 % B0-FICE Increased Interoperability, Efficiency and 100 %
Capacity through Ground-Ground Integration
B0-FRTO Improved Operations through Enhanced En- 100 %
Route Trajectories.
B0-NOPS Improved Flow Performance through Planning 1 based on a Network-Wide view 86.5 %
B0-RSEQ Improved Runway Traffic Flow through 100 %
Sequencing (AMAN/DMAN) 97.89 % B0-SNET Ground based safety nets 100 %
B0-SURF Improved Runway Safety (A-SMGCS Level 1-2 100 %
and Cockpit Moving Map) 71.42 % B0-TBO Improved Safety and Efficiency through the 100 %
initial application of Data Link En-Route 82.0 %
LSSIP Year 2019 France - Level 1 61 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: Optimized ATM Network Services - Current harmonization OAT/GAT rules is completed through close civil-military cooperation at strategic and tactical levels. New release of RCAM was published 1st November 2016. Any 31/12/2016 further update of EUROAT will be analyzed and implemented when relevant. French regulation includes RCA4 Decree aiming at defining rules ensuring compatibility between GAT and OAT. REG (By:12/2018) Mil. Global harmonization OAT/GAT process is well advanced Completed - 100% Authority with close civil-military cooperation. 31/12/2011 The global harmonization process is well advanced, due Completed to permanent dialogue between State aviation and Civil aviation authorities, in order to apply as far as possible DGAC - 100% common principles. It is formalized inside OAT rules 01/11/2016 (RCAM) and OAT/GAT compatibility rules (RCA/4). RCAM was published 1st November 2016 ASP (By:12/2018) Mil. The trials conducted in Reims ACC in 2013 were Completed - 100% Authority successful, and a "type II CMCC" has been implemented. 31/12/2012 The trials conducted in Reims ACC in 2013 were Completed DSNA - 100% successful, and a "type II CMCC" has been implemented. 31/12/2016 MIL (By:12/2018) The global harmonization process is well advanced, due Completed to permanent dialogue between State aviation and Civil Mil. aviation authorities, in order to apply as far as possible - 100% Authority common principles. It is formalized inside OAT rules 01/09/2016 (RCAM) and OAT/GAT compatibility rules (RCA/4). RCAM was published 1st November 2016
LSSIP Year 2019 France - Level 1 62 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: Optimized ATM Network Services - French AMC (called CNGE) is using its own appropriate support systems (e.g. COURAGE, ...). Moreover, LARA is used since February 2017, but some major software issues are not solved 01/02/2017 and significant evolution is needed. ASP (By:12/2018) French AMC (called CNGE) is using its own appropriate Completed support systems (e.g. COURAGE, ...). Moreover, LARA is DSNA - 100% used since February 2017 but some major software 01/02/2017 issues are not solved and significant evolution is needed.
ASM Management of Real-Time Airspace Data Timescales: AOM19.2 70% Late Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimized ATM Network Services - Exchanges with local ASM systems are not yet precisely identified, work is ongoing. There is currently no specification yet in the 4F system, but ATM2 can use exchanges in real time via 31/12/2022 Lara. ASP (By:12/2021) Exchanges with local ASM systems are not yet precisely Late DSNA identified. There is no specification yet in the 4F system, - 70% 31/12/2022 but ATM2 can use exchanges in real time via Lara
Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 70% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 Links: B0-FRTO, B1-FRTO, B1-NOPS, B2-NOPS | Key Feature: Optimized ATM Network Services - LARA supports the ASM/ATFCM process in France. Procedure 3 is used in DSNA since 2018. 30/05/2020 Operational procedure is still to be finalized and will be implemented before mid-2020. ASP (By:12/2021) All is ready except the operational procedure which is Ongoing DSNA - 70% not written yet, but will be ready soon. 30/05/2020
Management of Pre-defined Airspace Configurations Timescales: AOM19.4 20% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimized ATM Network Services - Work ongoing. 31/12/2021 ASP (By:12/2021) Ongoing DSNA SALTO tool will support B2B exchanges with NM. - 20% 31/12/2021
LSSIP Year 2019 France - Level 1 63 Released Issue Free Route Airspace Timescales: AOM21.2 45% Late Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - Free Route Airspace Implementation is being studied in the FABEC framework. 31/03/2023 ASP (By:12/2021) Free Route Implementation is being studied in the Late Free Route DSNA FABEC framework and in collaboration with NM. The 45% Airspace 31/03/2023 project Free Route Airspace is ongoing.
Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 45% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 Links: B0-SURF | Key Feature: High Performing Airport Operations LFBO - Toulouse Airport System planned for operations by end 2020. 31/12/2020 REG (By:12/2010) At this stage neither ICAO nor EASA or EUROCONTROL Late have produced consistent provisions and/or regulations in all the areas impacted by the introduction of A- SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary.
Acceptable Means of Compliance with Interoperability Regulation (EC 552/2004) is provided through the ETSI DGAC Community Specification EN 303 213-1 for A-SMGCS - 10% Level1. 31/12/2020
However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).
Local order (arrêté de police) will mandate the carriage of required aircraft equipment.
AIP procedures publication will be done in due time. ASP (By:12/2011) The surface movement radar (SMR) is in use. Late Mode S multilateration software and hardware is DSNA SYSAT 63% installed. 30/09/2020 Final implementation September 2020. APO (By:12/2010) Aéroport de Late Toulouse- System planned for operations by September 2020. - 50% 30/09/2020 Blagnac
LSSIP Year 2019 France - Level 1 64 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 LFLL - Lyon Airport A-SMGCS Level 1 was declared operational in Lyon-Saint Exupéry in September 2014. 30/09/2014 REG (By:12/2010) At this stage neither ICAO nor EASA or EUROCONTROL Completed have produced consistent provisions and/or regulations in all the areas impacted by the introduction of A- SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary.
DGAC However a basis is French RCA 3, 10.4.2.1.3 - 100% 30/09/2014 (requirement for equipment and activation of mode S transponder).
Local order (arrêté de police) mandates the carriage of required aircraft equipment.
An AIC has been published (AIC 16/13) regarding multilateration procedures validation at Lyon. ASP (By:12/2011) SMR is already available. A-SMGCS Level 1 using Mode S Completed DSNA multilateration has been installed in Lyon. System is in SYSAT 100% 30/09/2014 operational use since September 2014. APO (By:12/2010) Aéroport de Completed A-SMGCS Level 1 done by DSNA September 2014. - 100% Lyon 30/09/2014
LSSIP Year 2019 France - Level 1 65 Released Issue
Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 16% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 Links: B0-SURF | Key Feature: High Performing Airport Operations LFML - Marseille Airport System planned for operations end 2022. 31/12/2022 REG (By:12/2010) At this stage neither ICAO nor EASA or EUROCONTROL Not have produced consistent provisions and/or regulations Applicable in all the areas impacted by the introduction of A- SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary. Acceptable Means of Compliance with Interoperability Regulation (EC 552/2004) is provided through the ETSI Community DGAC Specification EN 303 213-1 for A-SMGCS Level1. - % - However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).
Local order (arrêté de police) will mandate the carriage of required aircraft equipment.
AIP procedures publication will be done in due time. ASP (By:12/2011) The surface movement radar (SMR) was commissioned Late in 2015. System with Mode S multilateration is planned for full operations by end 2022. Deployment of technical infrastructure is delayed due to technical issues and DSNA local staff availability. SYSAT 0% 31/12/2022 To keep on A-SMGCS deployment plan, it has been decided to swap Marseille-Provence and Mulhouse- Bâle, leading to a sharp shift in planning for Marseille. Level 2 (safety nets) is foreseen to be commissioned very shortly after Level 1. APO (By:12/2010) Aéroport de Late Marseille- System planned for operations in 2016 - 37% 31/12/2022 Provence
LSSIP Year 2019 France - Level 1 66 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 LFMN - Nice Airport Completed in 2015 30/10/2015 REG (By:12/2010) At this stage neither ICAO nor EASA or EUROCONTROL Completed have produced consistent provisions and/or regulations in all the areas impacted by the introduction of A- SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary. DGAC - 100% 30/10/2015 However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).
Local order (arrêté de police) mandates the carriage of required aircraft equipment. ASP (By:12/2011) The surface movement radar (SMR) and multilateration Completed DSNA Mode S have been installed in 2013 and are in service SYSAT 100% 30/04/2015 since April 2015. APO (By:12/2010) Aéroports Completed de Nice- Completed in 2015 - 100% 30/10/2015 Côte d'Azur
LSSIP Year 2019 France - Level 1 67 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 LFPG - Paris CDG Airport A-SMGCS Level 1 is implemented at CDG. 31/12/2009 This activity has been reviewed in order to be aligned with PCP objectives and DP monitoring: reporting regarding new actions on PCP project is reported through SDM/DM reporting. REG (By:12/2010) At this stage neither ICAO nor EASA or EUROCONTROL Completed have produced consistent provisions and/or regulations in all the areas impacted by the introduction of A- SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline DGAC - 100% for future regulation if deemed necessary. However a 31/12/2009 basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder). Procedures have been published in the AIP ARR/DEP chapter 10.2. An AIC was also been published for multilateration in 2004 (AIC 02/04). ASP (By:12/2011) A-SMGCS Level 1 is implemented at CDG Completed This activity has been reviewed in order to be aligned DSNA SYSAT 100% with PCP objectives and DP monitoring. 31/12/2002
APO (By:12/2010) A-SMGCS Level 1 is in operation at CDG airport since Completed 2002.
Groupe ADP This activity has been reviewed in order to be aligned - 100% 31/12/2002 with PCP objectives and DP monitoring: reporting regarding new actions on PCP project is reported through SDM/DM reporting.
LSSIP Year 2019 France - Level 1 68 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 LFPO - Paris Orly Airport A-SMGCS Level 1 implemented at Orly since 2007. 31/12/2007 This activity has been reviewed in order to be aligned with PCP objectives and DP monitoring: reporting regarding new actions on PCP project is reported through SDM/DM reporting. REG (By:12/2010) At this stage neither ICAO nor EASA or EUROCONTROL Completed have produced consistent provisions and/or regulations in all the areas impacted by the introduction of A- SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary. DGAC - 100% 31/12/2007 However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).
Local order (arrêté de police) mandates the carriage of required aircraft equipment. ASP (By:12/2011) Completed DSNA A-SMGCS Level 1 already in service at Orly since 2007. SYSAT 100% 31/12/2007 APO (By:12/2010) A-SMGCS Level 1 implemented at Orly since 2007. Completed
This activity has been reviewed in order to be aligned Groupe ADP - 100% with PCP objectives and DP monitoring: reporting 31/12/2007 regarding new actions on PCP project is reported through SDM/DM reporting.
Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 33% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations LFBO - Toulouse Airport A-SMGCS Level 2 planned for operations in Toulouse-Blagnac end of 2020. 31/12/2020 ASP (By:12/2017) The experience gained thanks to the operational use of Late DSNA SMR makes it possible to plan a direct transition to level SYSAT 40% 31/12/2020 2. APO (By:12/2017) Aéroport de Late A-SMGCS Level 2 planned for operations in Toulouse- Toulouse- - 10% Blagnac end of 2020. 31/12/2020 Blagnac
LSSIP Year 2019 France - Level 1 69 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 58% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations LFLL - Lyon Airport A-SMGCS Level 2 will be put in operation at Lyon-Saint Exupéry end March 2020 30/03/2020 ASP (By:12/2017) A-SMGCS Level 2 will be put in operation at Lyon-Saint Late DSNA Exupéry by end March 2020 after retrofit of the existing SYSAT 63% 30/03/2020 A-SMGCS Level 1 and upgrade of system up to level 2. APO (By:12/2017) Aéroport de Late Done by DSNA - 40% Lyon 30/03/2020
Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 5% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations LFML - Marseille Airport A-SMGCS Level 2 planned for operations in Marseille-Provence by mid-2023 01/07/2023 ASP (By:12/2017) A-SMGCS Level 2 planned for operations in Marseille- Late DSNA Provence by mid-2023, shortly after the commissioning SYSAT 7% 01/07/2023 of level 1. APO (By:12/2017) Aéroport de Late A-SMGCS Level 2 planned for operation in Marseille- Marseille- - 0% Provence by mid-2023. 31/03/2023 Provence
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 LFMN - Nice Airport A-SMGCS Level 2 in operation. 30/06/2017 ASP (By:12/2017) Completed DSNA - SYSAT 100% 30/06/2017 APO (By:12/2017) Aéroports Completed A-SMGCS Level 2 planned for operations in Nice-Côte de Nice- - 100% d’Azur at the mid-2017. 31/03/2016 Côte d'Azur
LSSIP Year 2019 France - Level 1 70 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 LFPG - Paris CDG Airport A-SMGCS Level 2 implemented at CDG since 2003.
Note that the project has been reviewed in order to be aligned with PCP objectives and DP 31/12/2003 monitoring: reporting regarding new actions on PCP project is reported through SDM/DM reporting.
ASP (By:12/2017) Completed DSNA A-SMGCS Level 2 already operational at CDG. SYSAT 100% 31/12/2003 APO (By:12/2017) A-SMGCS Level 2 implementation ongoing at CDG. Completed
This activity has been reviewed in order to be aligned Groupe ADP - 100% with PCP objectives and DP monitoring: reporting 31/12/2003 regarding new actions on PCP project is reported through SDM/DM reporting.
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 LFPO - Paris Orly Airport A-SMGCS Level 2 implementation ongoing at ORLY. 30/11/2009 This activity has been reviewed in order to be aligned with PCP objectives and DP monitoring: reporting regarding new actions on PCP project is reported through SDM/DM reporting. ASP (By:12/2017) Completed DSNA A-SMGCS Level 2 operational at Orly. SYSAT 100% 30/11/2009 APO (By:12/2017) A-SMGCS Level 2 implementation ongoing at ORLY Completed
This activity has been reviewed in order to be aligned Groupe ADP - 100% with PCP objectives and DP monitoring: reporting 30/11/2009 regarding new actions on PCP project is reported through SDM/DM reporting.
LSSIP Year 2019 France - Level 1 71 Released Issue Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: % Applicable - not applicable - Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations LFBO - Toulouse Airport (Outside Applicability Area) Aéroport de Toulouse-Blagnac aims to implement an Advanced ATC Tower.
Ongoing discussion between DSNA and Toulouse-Blagnac airport regarding this implementation plan. -
The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Program Monitoring View. ASP (By:12/2016) Aéroport de Toulouse-Blagnac aims to implement an Not Advanced ATC Tower. Applicable DSNA Ongoing discussion between DSNA and Toulouse- SYSAT % Blagnac airport regarding this implementation plan. -
APO (By:12/2016) Aéroport de Toulouse-Blagnac aims to implement an Not Advanced ATC Tower CDM with "local TOBT", FUM & Applicable DPI messages and will carry out a call for tender for an Aéroport de assistance of specifications, which goal is to develop a Toulouse- CDM web interface with network connection for FUM, - % Blagnac DPI and TOBT -
Ongoing discussion with DSNA regarding the implementation plan. DSNA will carry out DPI messages.
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 LFLL - Lyon Airport The airport has been certified by the Network Manager. 14/11/2017 ASP (By:12/2016) The airport has been certified by Network Manager on Completed DSNA SYSAT 100% 14/11/2017. 14/11/2017 APO (By:12/2016) The project has been launched on the 22nd of March Completed Aéroport de 2011. It has been frozen in 2013 due to budget - 100% Lyon constraints at DSNA, and the implementation took place 07/02/2017 on 07/02/2017.
LSSIP Year 2019 France - Level 1 72 Released Issue Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: % Applicable - not applicable - Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations LFML - Marseille Airport (Outside Applicability Area) Marseille-Provence airport is willing to implement A-CDM level 1 or Advance Tower. On-going - discussion with DSNA regarding the implementation plan. ASP (By:12/2016) Marseille-Provence airport is willing to implement A- Not CDM level 1 or Advanced ATC Tower. On-going Applicable DSNA SYSAT % discussion between Marseille-Provence airport and - DSNA regarding the implementation plan. APO (By:12/2016) Aéroport de During the AMP AODB modification project (in Not Marseille- progress), AMP plans to reach ACDM level 1 (or Advance - % Applicable Provence Tower). Under discussion with DSNA. -
Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 81% Late Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations LFMN - Nice Airport Implementation of CDM at Nice-Côte d’Azur is on-going in cooperation with Nice-Côte d’Azur 30/06/2020 airport. Certification by NM is planned 30/06/2020 ASP (By:12/2016) Implementation of the CDM concept at Nice-Côte d’Azur Late is on-going at DSNA, in cooperation with Nice-Côte DSNA SYSAT 92% d’Azur airport; the certification by NM is expected by 30/06/2020 30/06/2020. APO (By:12/2016) Aéroports Nice-Côte d’Azur airport has planned to implement the Late de Nice- CDM concept. It should be implemented by 30/06/2020 - 71% 30/06/2020 Côte d'Azur with NM certification.
LSSIP Year 2019 France - Level 1 73 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 LFPG - Paris CDG Airport CDG airport is labeled as "Airport-CDM" since 16th November 2010; CDM procedures in adverse condition implemented 02/2013; FUM process implemented by end 2013.
However, this activity has been reviewed in order to be aligned with PCP objectives and DP 30/09/2014 monitoring. DPI activities will be updated accordingly to the conclusions of the 3 task forces launched in 2017: A-CDM HTF, DPI WG & IATA AACG. Reporting regarding new actions on PCP project is done through SDM/DM reporting. ASP (By:12/2016) CDG airport is "Airport-CDM" since 16th November Completed DSNA 2010. The pre-departure sequencing tool is under the SYSAT 100% 28/02/2013 responsibility of the Airport Operator. APO (By:12/2016) CDG airport is labeled as "Airport-CDM" since 16th Completed November 2010; CDM procedures in adverse conditions implemented 02/2013; FUM process implemented by end 2013. Groupe ADP However, this activity has been reviewed in order to be - 100% 30/09/2014 aligned with PCP objectives and DP monitoring. DPI activities will be updated accordingly to the conclusions of the 3 task forces launched in 2017: A-CDM HTF, DPI WG & IATA AACG.
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 LFPO - Paris Orly Airport Orly airport has been certified as a CDM airport on November 15th, 2016. 15/11/2016 ASP (By:12/2016) Paris-Orly airport is Airport-CDM since November 15th Completed DSNA SYSAT 100% 2016. 15/11/2016 APO (By:12/2016) Paris-Orly airport is Airport-CDM since November 15th Completed Groupe ADP - 100% 2016. 15/11/2016
LSSIP Year 2019 France - Level 1 74 Released Issue Time-Based Separation Timescales: AOP10 10% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations LFPO - Paris Orly Airport Because of the higher efficiency it would have, DSNA proposed to deploy TBS in CDG instead of Orly in the PCP revision. No progress has been made in Orly in that perspective. Work is 31/12/2023 ongoing for the implementation of TBS at CDG in the framework of CEF 2017. REG (By:12/2023) Ongoing DGAC - - 10% 31/12/2023 ASP (By:12/2023) Because of the higher efficiency it would have, DSNA Ongoing proposed to deploy TBS in CDG instead of Orly in the PCP revision. No progress has been made in Orly in that DSNA perspective. Work is ongoing for the implementation of - 10% 31/12/2023 TBS at CDG in the framework of CEF 2017. Need for AMAN evolution V3 and SYSAT systems to be planned: in the definition phase.
Initial Airport Operations Plan Timescales: Not yet AOP11 0% Initial Operational Capability: 01/01/2015 planned Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations LFBO - Toulouse Airport Implementation of the objective under study. - ASP (By:12/2021) AOP deployment is not yet planned at LFBO: Not yet DSNA Implementation of the objective under study with ATB - 0% planned to complement the Advanced ATC Tower project. - APO (By:12/2021) Aéroport de Not yet Implementation of the objective under study with Toulouse- - 0% planned DSNA. Blagnac -
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 LFLL - Lyon Airport DSNA and Aéroport de Lyon-Saint Exupéry provide AOP information thanks to CDM 14/11/2017 implementation. ASP (By:12/2021) DSNA provides initial AOP information to ADL within Completed DSNA - 100% CDM deployment project. 14/11/2017 APO (By:12/2021) Aéroport de Aéroport de Lyon-Saint Exupéry provides AOP Completed - 100% Lyon information within CDM deployment project 14/11/2017
LSSIP Year 2019 France - Level 1 75 Released Issue Initial Airport Operations Plan Timescales: Not yet AOP11 0% Initial Operational Capability: 01/01/2015 planned Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations LFML - Marseille Airport Implementation of the objective under study - ASP (By:12/2021) Implementation of the objective under study with Not yet DSNA Aéroport Marseille-Provence to complement the - 0% planned Advanced ATC Tower project. - APO (By:12/2021) Aéroport de Not yet Marseille- Implementation of the objective under study with DSNA - 0% planned Provence -
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 LFMN - Nice Airport A part of AOP information will be provided within CDM deployment project. 31/12/2021 Nice-Côte d’Azur airport plans to integrate the relevant information to AOP by end 2021. ASP (By:12/2021) DSNA will provide the initial AOP information to Nice Ongoing DSNA - 75% cote d'Azur airport within CDM deployment project. 31/12/2021 APO (By:12/2021) A part of AOP information will be provided within CDM Ongoing Aéroports deployment project. de Nice- - 15% Nice-Côte d’Azur airport plans to integrate the relevant 31/12/2021 Côte d'Azur information to AOP by end 2021.
Initial Airport Operations Plan Timescales: AOP11 36% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations LFPG - Paris CDG Airport Initial Airport Operations Plan has been launched in 2016. This project is currently under a Call INEA decision. A close coordination will be taken in place with all concerned stakeholders 31/12/2020 Groupe ADP. The full functionalities should be fully implemented by the end of 2020. ASP (By:12/2021) DSNA already provides initial AOP information within Completed DSNA - 100% CDM systems. 28/02/2013 APO (By:12/2021) Initial Airport Operations Plan project has been Ongoing Groupe ADP launched in 2016. The FOC is expected by the end of - 15% 31/12/2020 2020.
LSSIP Year 2019 France - Level 1 76 Released Issue Initial Airport Operations Plan Timescales: AOP11 36% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations LFPO - Paris Orly Airport Initial Airport Operations Plan project has been launched in 2016. The FOC is expected by the 31/12/2020 end of 2020. ASP (By:12/2021) DSNA already provides initial AOP information within Completed DSNA - 100% CDM systems. 15/11/2016 APO (By:12/2021) Initial Airport Operations Plan project has been Ongoing Groupe ADP launched in 2016. The FOC is expected by the end of - 15% 31/12/2020 2020.
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 LFMN - Nice Airport The ATC clearances monitoring will be supported with the new system SYSAT. 30/09/2023 Commissioning dates for Nice-Côte d’Azur airport are not fully consolidated yet. ASP (By:12/2020) The ATC clearances monitoring will be supported with Late DSNA the new system SYSAT. Commissioning dates for Nice- - 37% 30/09/2023 Côte d’Azur airport are not fully consolidated yet. APO (By:12/2020) Aéroports Not yet de Nice- Under DSNA responsibility. - 0% planned Côte d'Azur -
Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 40% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 Links: B2-SURF | Key Feature: High Performing Airport Operations LFPG - Paris CDG Airport The ATC clearances monitoring will be supported by the new system SYSAT, which is planned to be implemented end 2021 at Paris CDG airport. 30/09/2022 Commissioning date for ATC Clearance monitoring is under consolidation. ASP (By:12/2020) The ATC clearances monitoring will be supported by the Late new system SYSAT, which is planned to be implemented DSNA end 2021 in Paris CDG airport. - 50% 30/09/2022 Commissioning date for this functionality is under consolidation. APO (By:12/2020) Late Groupe ADP Under DSNA responsibility - 10% 30/09/2022
LSSIP Year 2019 France - Level 1 77 Released Issue
Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 40% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 Links: B2-SURF | Key Feature: High Performing Airport Operations LFPO - Paris Orly Airport The ATC clearances monitoring will be supported by the new system SYSAT, which is planned 30/09/2022 to be implemented for winter 2022 at Paris Orly Airport. ASP (By:12/2020) The ATC clearances monitoring will be supported by the Late DSNA new system SYSAT, which is planned to be implemented - 50% 30/09/2022 for winter 2022 in Paris Orly Airport. APO (By:12/2020) Late Groupe ADP Under DSNA responsibility - 10% 30/09/2022
Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 10% Ongoing 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 LFMN - Nice Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet. REG (By:12/2023) Ongoing DGAC - - 10% 31/12/2023 ASP (By:12/2023) Automated assistance to Controller for Surface Ongoing Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of DSNA - 10% the SYSAT DSNA program 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet.
LSSIP Year 2019 France - Level 1 78 Released Issue Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 10% Ongoing 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 LFPG - Paris CDG Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet. REG (By:12/2023) Automated assistance to Controller for Surface Ongoing Movement Planning and Routing is foreseen to be part DGAC of SYSAT, the new French ATM systems for APPs, part of - 10% 31/12/2023 the SYSAT DSNA program. Commissioning dates for SYSAT are not fully consolidated yet. ASP (By:12/2023) Automated assistance to Controller for Surface Ongoing Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM systems for APPs, part of DSNA - 10% the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet.
Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 10% Ongoing 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 LFPO - Paris Orly Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet. REG (By:12/2023) Automated assistance to Controller for Surface Ongoing Movement Planning and Routing is foreseen to be part DGAC of SYSAT, the new French ATM systems for APPs, part of - 10% 31/12/2023 the SYSAT DSNA program. Commissioning dates for SYSAT are not fully consolidated yet. ASP (By:12/2023) Automated assistance to Controller for Surface Ongoing Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of DSNA - 10% the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet.
LSSIP Year 2019 France - Level 1 79 Released Issue 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 - France has implemented MSAW end 2016 and has developed and implemented its own APW 31/12/2016 on 17 APPs. APM function is imbedded in the French version of MSAW on main French airports. ASP (By:12/2016) Together with MSAW, France has developed and Completed implemented its own APW on 17 APPs. DSNA - 100% 31/12/2016 APM function is also imbedded in the French version of MSAW system form main French airports.
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 - Enhanced STCA were implemented in France end 2011. 31/12/2011 ASP (By:12/2020) DSNA long-standing concerns about safety in terminal Completed areas led to the early development and commissioning of safety nets in the most relevant TMAs. According to local business needs, DSNA TMAs within the scope of the STCA implementation, along with the implementation date, are the following: LFPG CDG, 2002 DSNA LFPO ORY, 2002 - 100% 31/12/2011 LFLL Lyon, 2008 LFSB Bâle-Mulhouse, 2009 LFBO Toulouse, 2009 LFMN Nice, 2009 LFML Marseille, 2010 LFBD Bordeaux, 2010 LFST Strasbourg, 2011
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 LFMN - Nice Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon-Saint Exupéry and 22/06/2015 Nice-Côte d’Azur. ASP (By:12/2019) France has implemented this tool in Paris-CDG, Paris- 4-FLIGHT / Completed Orly and Lyon-Saint Exupéry airports and TMAs. Extra 4-FLIGHT DSNA 100% deployment has been achieved at Nice-Côte d’Azur in Defence / 22/06/2015 June 2015. COFLIGHT
LSSIP Year 2019 France - Level 1 80 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 LFPG - Paris CDG Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon-Saint Exupéry and 31/03/2012 Nice-Côte d’Azur. ASP (By:12/2019) 4-FLIGHT / Completed The arrival management tools have been implemented 4-FLIGHT DSNA 100% at the CDG Airport. Defence / 31/03/2012 COFLIGHT
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 LFPO - Paris Orly Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon-Saint Exupéry and 31/03/2012 Nice-Côte d’Azur. ASP (By:12/2019) 4-FLIGHT / Completed Arrival management tools are implemented at Orly 4-FLIGHT DSNA 100% Airport. Defence / 31/03/2012 COFLIGHT
Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 47% Late Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B1-FRTO | Key Feature: Advanced Air Traffic Services - The implementation of this objective relies on the deployments of ERATO (done in 2015 and 2016 in Brest ACC and Bordeaux ACC) and 4FLIGHT implementation in Paris ACC, Reims ACC 31/12/2025 and Marseille ACC. ASP (By:12/2021) The scenario for commissioning of automated support Late within DSNA ACCs is as such: Implemented in Brest and Bordeaux ACCs with ERATO (including MTCD and MONA) since 2015 and 2016. 4-FLIGHT DSNA Reims and Marseilles ACC to be provided with 4-FLIGHT 47% Defence 31/12/2025 (including MTCD, MONA and TCT) later on, but before 31/03/2022. Paris ACCs to be provided with 4-FLIGHT (including MTCD, MONA and TCT) later on, by 31/03/2023.
LSSIP Year 2019 France - Level 1 81 Released Issue Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - MAESTRO was already compliant to use in En-Route and was a level1 system, already implemented in the Paris ACC to support AMAN operations of CDG and Orly. Implementation 31/12/2019 has been carried out in Marseille ACC for Lyon-Saint Exupéry and Nice-Côte d’Azur TMA in 2019. ASP (By:12/2019) DSNA has already implemented MAESTRO in Paris ACC AMAN. / Completed to support AMAN operations of CDG and Orly TMA for Extended DSNA many years (1999). Implementation has been completed Arrival 100% 31/12/2019 in Marseille ACC for Lyon-Saint Exupéry and Nice-Côte Managemen d’Azur TMA. t
Arrival Management Extended to En-route Airspace Timescales: ATC15.2 78% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - The objective should be fully implemented by the end of 2023. 31/12/2023 ASP (By:12/2023) - Reims UAC: "4Me" system is ready to accommodate Ongoing any XMAN data provided via web service. It already serves XMAN LHR and XMAN ZRH, XMAN EGKK has been trialed in 2019 and will be fully operational beginning 2020. - Paris ACC: the current situation (Paris CDG/ORY AMAN extended into Paris ACC) is already compliant with the PCP and the operational needs. The extension to neighboring ACCs will start in 2020, up 2022. - Nice-Côte d’Azur APP: the deployment of AMAN2SE in Marseille ACC guarantees PCP compliance except for the flow coming from North-East via Milano ACC which is for now planned up to 2021. DSNA Milano and Roma, Palma de Mallorca and Barcelona: - 78% 31/12/2023 Marseille ACC is a potential candidate. Contact with ENAIRE and ENAV has been established Q4/2016 under the umbrella of FABEC XMAN. - Brest ACC: London LHR is planned Q4 2020. Technical readiness will be reached early 2020. - Bordeaux ACC: - Palma de Mallorca and Barcelona: Bordeaux ACC is a potential candidates. Contact with ENAIRE has been established Q4/2016 under the umbrella of FABEC XMAN. PENS VPN Messaging OPE/TST flows has been finalized 31/12/2019 and achieving technical readiness. Bordeaux ACC is awaiting for further involvement with Barcelona ACC.
LSSIP Year 2019 France - Level 1 82 Released Issue Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 38% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 Key Feature: Advanced Air Traffic Services - Based on implementation of 4-FLIGHT and ERATO to be fully implemented end 2025 in all 31/12/2025 French ACCs. ASP (By:12/2018) A set of messages (PAC, ROF, MAS, COF) is already Late usable in the legacy FDPS environment (CAUTRA) for all DSNA centers. - 38% 31/12/2025 The other messages are dependent on 4Flight and Coflight systems implementation.
Migrate from AFTN to AMHS Timescales: COM10 87% Late Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 Key Feature: Enabling the Aviation Infrastructure - French ANSP: Migration from AFTN to extended AMHS has been achieved through MESANGE system commissioned end 2016. 31/12/2020 Implementation for the military is planned end 2020. Gateways on the Algerian side also planned in 2020. ASP (By:12/2018) Following the civil aviation, Defence will implement the Late Mil. CADAS software, accessing to MESANGE. Procurement - 55% Authority has been launched in summer 2013. Final 31/12/2020 implementation of this objective December 2020. Basic and extended ATSMHS capability are available in Completed MESANGE system procured jointly with Skyguide. DSNA - 100% Gateways implemented with European stakeholders 31/12/2017 (also planned on the Algerian side in 2020).
Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 70% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2021 Key Feature: Enabling the Aviation Infrastructure - Process of implementation of VoIP has started in order to be fully compliant before end of 31/12/2020 2020. Implemented by DSNA end 2016. ASP (By:12/2021) Completed DSNA VoIP implemented by DSNA in main ATS units end 2016. - 100% 31/12/2016 For the military, deployment is planned with Ongoing Mil. implementation of Descartes Network and the - 40% Authority 31/12/2020 Radio/phone communications equipment.
LSSIP Year 2019 France - Level 1 83 Released Issue Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 100% Completed Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 Key Feature: Enabling the Aviation Infrastructure - VoIP has been implemented by DSNA in main ATS units end 2016. 31/12/2016 ASP (By:12/2023) Completed DSNA VoIP implemented by DSNA in main ATS units end 2016. - 100% 31/12/2016
New Pan-European Network Service (NewPENS) Timescales: COM12 60% Late Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020 Links: B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - DSNA is associated to NewPENS procurement. 31/12/2024 ASP (By:12/2024) Ongoing DSNA DSNA is party to NewPENS contract. - 88% 31/05/2020 APO (By:12/2024) Late Groupe ADP - - 10% 31/12/2024 Aéroports Not yet de Nice- - - 0% planned Côte d'Azur -
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services LFBO - Toulouse Airport CDO ASBU Block 0 already implemented and monitored since 31/12/2012. Will be done in due 31/12/2018 time for ASBU Block 1. ASP (By:12/2023) CDA are completed and in force at LFBO ATCC. Statistics Completed available since 12/2012 and radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 100% 31/12/2018 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Aéroport de Not Toulouse- CDO implementation managed by DSNA. - % Applicable Blagnac -
LSSIP Year 2019 France - Level 1 84 Released Issue
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services LFLL - Lyon Airport CDO implemented in Lyon-Saint Exupéry since 2011 as far as ASBU block 0 is concerned, 31/12/2018 activity regarding ASBU block 1 CDO completed. ASP (By:12/2023) CDO are in force at LFLL ATC. Pans Ops procedures in Completed AIS Radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which our LSSIP is green - ATCO perform CDO at all airfields DSNA - 100% with statistics reporting) 31/12/2018 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. APO (By:12/2023) Not Aéroport de CDO implementation Managed by DSNA. - % Applicable Lyon -
Continuous Descent Operations (CDO) Timescales: ENV01 78% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services LFML - Marseille Airport CDO implemented in Marseille-Provence since 2011 as far as ASBU block 0 is concerned, 31/12/2023 ongoing activity regarding ASBU block 1 CDO. ASP (By:12/2023) CDA are completed and in force at LFML ATCC Ongoing Statistics available since 12/2012 and radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 78% 31/12/2023 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Aéroport de Not Marseille- CDO implementation managed by DSNA. - % Applicable Provence -
LSSIP Year 2019 France - Level 1 85 Released Issue
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services LFMN - Nice Airport CDO implemented in Nice-Côte d’Azur since 2011 as far as ASBU block 0 is concerned, activity 31/12/2018 regarding ASBU block 1 CDO completed. ASP (By:12/2023) Radar vectored CDO with DTG completed at LFMN ATCC Completed Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication. 2- Open path design (This is the main reason for which our LSSIP is green - ATCO perform CDO at all airfields DSNA with statistics reporting). - 100% 31/12/2018 3- Path stretching method, Point Merge with AIP publication. Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Aéroports Not de Nice- - - % Applicable Côte d'Azur -
Continuous Descent Operations (CDO) Timescales: ENV01 78% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services LFPG - Paris CDG Airport As far as ASBU block 0 CDA are concerned, CDA implemented AT CDG since 2011. Regarding 31/12/2023 ASBU block 1 CDO, ongoing activity. ASP (By:12/2023) 3 Pans-Ops CDA under development STAR Lorni in AIS Ongoing Radar vectored CDA with DTG completed at LFPG ATCC- Performance indicators reported Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 78% 31/12/2023 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Not Groupe ADP - - % Applicable -
LSSIP Year 2019 France - Level 1 86 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 78% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services LFPO - Paris Orly Airport As far as ASBU block 0 CDA are concerned, CDA implemented at Orly since 2010. Regarding 31/12/2023 ASBU block 1 CDO, ongoing activity. ASP (By:12/2023) Pans-Ops CDO under development for RWY 26 CDO Ongoing ODRAN ILS 06 in AIS - Radar vectored CDO with DTG completed at LFPO ATCC Performance indicators reported Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA - 78% our LSSIP is green - ATCO perform CDO at all airfields 31/12/2023 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Not Groupe ADP - - % Applicable -
Collaborative Flight Planning Timescales: FCM03 73% Late Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 Links: B0-NOPS | Key Feature: Optimized ATM Network Services - Processing of FPLs derived from RPLs, of APL and ACH messages is already implemented. The new version of the ATC system, containing the processing of the 1st part of AFP messages, has 30/06/2026 been installed in Q3/2019 and will be activated early 2020. Full capability will be reached with coflight system. ASP (By:12/2017) Processing of FPLs derived from RPLs, of APL and ACH Late messages is already implemented. The new version of the ATC system, containing the processing of the 1st DSNA SYSAT 73% part of AFP messages, has been installed in Q3/2019 and 30/06/2026 will be activated in early 2020. Full capability will be reached with Coflight system.
Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 63% Ongoing Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 Key Feature: Optimized ATM Network Services - DSNA has launched a program named SALTO to cover the need of local tool. 31/12/2021 ASP (By:12/2021) DSNA has launched a program named SALTO to cover Ongoing DSNA - 63% the need of local tool. 31/12/2021
LSSIP Year 2019 France - Level 1 87 Released Issue Interactive Rolling NOP Timescales: FCM05 33% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 Links: B1-ACDM, B1-NOPS | Key Feature: Optimized ATM Network Services - Practical implementation of this ESSIP objective by all concerned stakeholders is on-going. However, the provision of AOP to NM to perform the integration of the AOP with the NOP is 31/12/2021 only planned in a second phase for 2021. ASP (By:12/2021) Ongoing DSNA - - 20% 31/12/2021 Not Mil. - - % Applicable Authority - APO (By:12/2021) Aéroport de Planned - - 0% Lyon 31/12/2021 Aéroports Aéroport de Nice-Côte d'Azur is advanced ATC Tower Ongoing de Nice- since 2016 and will be CDM by mid-2020. Moreover, at - 5% 31/12/2021 Côte d'Azur this stage AOP/NOP integration is planned for end 2021. Ongoing Groupe ADP - - 55% 31/12/2021 Aéroport de Not Marseille- - - % Applicable Provence - Aéroport de Not Toulouse- Within the CDM study project framework (see AOP05). - % Applicable Blagnac -
Traffic Complexity Assessment Timescales: FCM06 80% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B1-NOPS | Key Feature: Optimized ATM Network Services - To be implemented within the framework of SALTO project. 31/12/2021 ASP (By:12/2021) To be implemented through the framework of SALTO Ongoing DSNA - 80% project. 31/12/2021
Extended Flight Plan Timescales: FCM08 5% Late Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 Links: B1-FICE | Key Feature: Enabling the Aviation Infrastructure - Strategical discussions are ongoing in DSNA as to define FF-ICE implementation projects with regard to the new versions of ATM systems: En route (4Flight), Approaches (SYSAT) and 31/12/2025 continental and overseas ATM systems & ARO tools. ASP (By:12/2021) Strategical discussions are ongoing in DSNA as to define Late FF-ICE implementation projects with regard to the new versions of ATM systems: En-route (4Flight), Approaches DSNA - 5% (SYSAT) and continental and overseas ATM systems & 31/12/2025 ARO tools.
LSSIP Year 2019 France - Level 1 88 Released Issue
Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 73% Late Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 Key Feature: Enabling the Aviation Infrastructure - The French regulator has already defined a national TOD policy and translated it into a national regulation for all parties to implement. 31/12/2021 The tools for the provision of collected TOD to third-parties in compliance with data exchange regulatory requirements will be implemented as from January 2019. REG (By:05/2018) The French TOD regulatory framework is embedded in Late DGAC two orders relating to aeronautical information which - 50% 31/12/2020 were published on the 23rd of March 2015. ASP (By:05/2018) DSNA defined years ago a roadmap related to current Completed DSNA - 100% national TOD policy requirements. 31/12/2019 APO (By:05/2018) Aéroport de Letters of Agreements between SNA-SSE and AMP has Completed Marseille- been signed during December 2017 / Requirements and - 100% 31/12/2019 Provence adjustments implementation in progress. The French TOD regulatory framework is embedded in Late two orders relating to aeronautical information which Groupe ADP were published on the 23rd of March 2015. Agreements - 55% 31/12/2021 between airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Completed Aéroport de two orders relating to aeronautical information which Toulouse- were published on the 23rd of March 2015. Agreements - 100% 31/12/2018 Blagnac between airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Completed Aéroports two orders relating to aeronautical information which de Nice- were published on the 23rd of March 2015. Agreements - 100% 31/12/2019 Côte d'Azur between airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Completed Aéroport de two orders relating to aeronautical information which Lyon-Saint were published on the 23rd of March 2015. Agreements - 100% 31/12/2019 Exupéry between airports and DSNA are being regularly updated accordingly.
LSSIP Year 2019 France - Level 1 89 Released Issue Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 13% Late Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024 Links: B1-DATM, B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - DSNA and ADP have started consuming various NM services offered on B2B concerning Flight and Network information, a first step towards full implementation. 31/12/2025 Regarding the Military, yellow SWIM capabilities implementation is planned by end 2025 ASP (By:12/2024) Progress is monitored through the local common Ongoing infrastructure components (items 2 and 3 for all actions), which is definitely restrictive with regard to the various tasks / steps required to implement these DSNA - 25% exchanges through SWIM. For instance, DSNA has 31/12/2024 started consuming various NM services offered on B2B concerning Flight and Network information, which we believe is in itself a step towards full implementation. MIL (By:12/2024) Mil. It is planned to implement yellow SWIM capabilities by Late - 8% Authority end 2025 31/12/2025 APO (By:12/2024) Ongoing Groupe ADP Activity is ongoing. - 40% 31/12/2024 Aéroports Not yet de Nice- - - 0% planned Côte d'Azur -
Aircraft Identification Timescales: ITY-ACID 90% Late Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Key Feature: Enabling the Aviation Infrastructure - Civil implementation completed mid-2017. Regarding the Military, deferred compliance will be 31/01/2026 achieved in 2026. ASP (By:01/2020) Downlinked aircraft identification is in operational use in Completed DSNA - 100% the 5 ACCs. 01/06/2017 Mil. Late Deferred compliance will be achieved in 2026 - 70% Authority 31/01/2026
LSSIP Year 2019 France - Level 1 90 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 29% 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 French regulator (DTA) is working in coordination with the French NSA (DSAC) in order to implement ADQ-IR in France. Discussions with DSNA and aerodrome operators have allowed assessing French state of compliance with the regulation. Work remains to be done considering the number of parties involved, including parties outside the scope of the oversight of the NSA. 31/12/2024 The modification of the aeronautical information management regulatory framework the 23rd of March 2015 and the issuance of an ADQ-IR enforcement roadmap the 16th of June 2015 will support the momentum already initiated towards compliance. REG (By:06/2017) The French regulator (DTA) is working in coordination Late with the French NSA (DSAC) in order to implement ADQ- IR in France. Discussions with DSNA and aerodrome operators have allowed assessing French state of compliance with the regulation. Work remains to be done considering the number of parties involved, including parties outside the scope of the oversight of the NSA. The modification of the aeronautical information management regulatory framework the 23rd of March 2015 and the issuance of an ADQ-IR enforcement roadmap the 16th of June 2015 support the momentum already initiated towards compliance. DGAC - 10% 31/12/2024 The implementation date regarding the verification of compliance of all stakeholders is currently set end 2024 in the current regulatory framework, which is beyond the new EASA rules being part of the upcoming amendment to 2017/373 which requires certification by 27th January 2022 (to be confirmed with the final adoption of the rule early 2020).
DGAC and DSNA will reassess the planning regarding the verification of compliance of all stakeholders in due time according to future requirements. Mil. Completed Partially compliant with the requirements of July 2013. - 100% Authority 01/04/2019
LSSIP Year 2019 France - Level 1 91 Released Issue ASP (By:06/2017) FABEC AIM Late DSNA has launched in May 2017 the SEPIA project which Task Force / DSNA 41% aims at full compliance with ITY-ADQ by 2022. SEPIA / 31/07/2022 SOFIA Late
The French regulatory framework complementing IR ADQ related to the implementation or revision of the requirements required a national consultation of the concerned parties run during 2014. The complexity of Mil. the regulation has led to multiple lecture, more - 47% Authority harmonized understanding is expected, meanwhile the 31/12/2022 EASA is addressing the subject. The system supporting the ADQ requirement must be upgraded or changed with a significant financial, human and technical impacts. The two previous points show that the planning aiming at the full compliance was note achieved in July 2017 as scheduled. More delay seems to be needed. No deadline at the moment.. APO (By:06/2017) Aéroports Late APO's conformity with ADQ-IR depends closely on the de Nice- - 10% conformity of French AISP. 31/12/2021 Côte d'Azur APO's conformity with ADQ-IR depends closely on the Late Groupe ADP - 10% conformity of French AISP. 31/12/2021 Aéroport de Late APO's conformity with ADQ-IR depends closely on the Lyon-Saint - 10% conformity of French AISP. 31/12/2021 Exupéry Aéroport de Late APO's conformity with ADQ-IR depends closely on the Marseille- - 10% conformity of French AISP. 31/12/2021 Provence FABEC AIM Late DSNA has launched in May 2017 the SEPIA project which Task Force / DSNA 10% aims at full compliance with ITY-ADQ by 2022. SEPIA / 31/12/2021 SOFIA Aéroport de Late APO's conformity with ADQ-IR depends closely on the Toulouse- - 10% conformity of French AISP. 31/12/2021 Blagnac
LSSIP Year 2019 France - Level 1 92 Released Issue Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 88% Late ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 Links: B0-TBO | Key Feature: Enabling the Aviation Infrastructure - A revised scenario for phased deployment of the DLS in DSNA airspace has been constructed jointly with the European Commission, EUROCONTROL and DSNA Clients (airlines). Full 31/12/2020 compliance will be completed by end 2020. REG (By:02/2018) The change related to the introduction of DLS is Late reviewed by DSAC and takes into account the last DSNA DGAC - 70% corrective actions plan regarding AGDL implementation 31/12/2020 France. ASP (By:02/2018) The initial set of Data Link Services (DLIC, AMC, ACM) in Late French airspace is provided from FL195 and above for all 4-FLIGHT / SITA or ARINC equipped aircrafts since 10/08/2017. 4-FLIGHT DSNA 97% The ACL service has been provided since September Defence / 31/12/2020 2019 for western ACCs and is planned for the end of COFLIGHT 2020 for all ACCs. MIL (By:01/2019) According to IR EC 29/2009, DLS equipage is not Not Mil. 4-FLIGHT mandatory for State aircraft. Next aircraft equipped % Applicable Authority Defence with a DLS will be compliant VDL2 -
LSSIP Year 2019 France - Level 1 93 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 47% 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 - Compliance with the requirements on 8,33 kHz frequency conversions is scheduled. 31/12/2025 REG (By:12/2018) Mil. Final implementation scheduled between 2023 and Late - 38% Authority 2025. 31/12/2025 Process is on-going for ensuring compliance with the Late DGAC requirements on 8,33 kHz frequency conversion by - 70% 31/12/2025 2026. ASP (By:12/2018) Upgrading of radio stations is scheduled. Late When needed some 25 kHz frequencies are maintained DSNA until all stakeholders have 8,33 kHz channel spacing - 67% 31/12/2023 capability (Military, scheduled end 2025 but could be anticipated end 2023, under study). Mil. Final implementation scheduled between 2023 and Late - 0% Authority 2025. 31/12/2025 MIL (By:12/2020) In accordance with IR EC 1079/2012, some State aircraft Ongoing Mil. and equipment will be upgraded. - 48% Authority Some military frequencies will remain on 25kHz 31/12/2020 according on art 6 paragraph10b. APO (By:12/2018) Late Groupe ADP See AIC 31/18. - 70% 31/12/2023 Aéroport de Late Marseille- - - 40% 31/12/2023 Provence Aéroport de Late Lyon-Saint - - 40% 31/12/2023 Exupéry Mil. Late The process is on-going - 32% Authority 31/12/2025 Aéroport de Late Toulouse- - - 10% 31/12/2023 Blagnac Aéroports Late de Nice- - - 7% 31/12/2023 Côte d'Azur
LSSIP Year 2019 France - Level 1 94 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 88% 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 - Full compliance to the FMTP is expected by end 2020. 31/12/2020 ASP (By:12/2014) The current migration is organized in coordination with Late the neighboring centers and formalized by means of Letters of Agreement notified to the EC. The new transmission protocol (FMTP) is operational with all the neighboring centers from first quarter 2016. DSNA For safety reasons, it is considered preferable to first - 92% 31/12/2020 carry out the transition of all PLN messages from the TDM networks (e.g. SETINET Swiss network) to PENS and to wait for the operational use of New PENS before carrying out the transition of all PLN messages using PENS from IPv4 format to IPv6 format. IR FMTP doesn't apply to the Military. Nevertheless, the Not Mil. process is launched. FMTP capability will be achieved Applicable - % Authority through PATRUS gateway system commissioned by end - of 2020 MIL (By:12/2014) IR FMTP doesn't apply to the Military. Nevertheless, the Not Mil. process is launched. FMTP capability will be achieved Applicable - % Authority through PATRUS gateway system commissioned by end - of 2020
LSSIP Year 2019 France - Level 1 95 Released Issue Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 71% Ongoing 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 - Surveillance performance and interoperability implementation is planned in France and is 07/06/2020 progressing accordingly with the Implementing Rule schedule. REG (By:02/2015) As far as the oversight of interoperability is concerned, Completed DSAC applies its own ANSP IOP oversight procedure. DSAC has initially requested DSNA for a SPI synthesis file DGAC for 04/2013. DSNA addressed SPI synthesis file and its - 100% 22/01/2015 conformity plan in 10/2013. IR SPI conformity has been accordingly reviewed by DSAC and the final result has been transmitted to DSNA 22nd January 2015. ASP (By:02/2015) Ensuring safety of Radar data is one of the highest Completed priorities for DSNA and DIRCAM. Technical agreements have been in force with our partners from a long time ago for the most critical sensors. A standardized document, (Memorandum of Cooperation between ANSPs) merging all technical agreements dealing with DSNA data exchanges, studied within AEFMP group, was - 100% 31/10/2013 signed in 2012 between ENAIRE (Ex AENA) and DSNA and updated and signed June 2014 to comply with IR SPI. Thanks to close cooperation with DFS, an improved document was signed end-2015 between DFS and DSNA. Work is in progress to sign such agreements with others neighbors. FR MOD has started the equipment and retrofit process Completed Mil. in the airborne and ground platforms. It is foreseen to - 100% Authority 31/10/2013 finalize it by end of 2025. MIL (By:06/2020) Mil. Equipment upgrade is in progress, following the SPI-IR Ongoing - 23% Authority requirements. 07/06/2020
LSSIP Year 2019 France - Level 1 96 Released Issue RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 69% 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 - Arrival and departures procedures based on RNAV have been established on main airports. 25/01/2024 For relevant aircrafts, implementation of RNAV1 is considered as achieved. REG (By:06/2030) The verification of the transition plan will be notified to Ongoing DGAC - 10% the ANSP before 03/12/2020. 03/12/2020 ASP (By:06/2030) Arrival and departures procedures based on RNAV have Ongoing been established on major airports. DSNA - 79% For relevant aircraft, implementation of RNAV1 is 25/01/2024 considered as achieved. Mil. Military aerodromes are not concerned by congestion. Ongoing - 92% Authority Implementation is in progress on some military airbases. 31/12/2020
RNP 1 in TMA Operations Timescales: Start: 07/08/2018 Not yet NAV03.2 1% All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 planned 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 - The performance of reversion in case of GNSS failure should be studied further before planning - the implementation of RNP1 + RF REG (By:06/2030) The performance of reversion in case of GNSS failure Not yet DGAC should be studied further before planning the - 0% planned implementation of RNP1 + RF. - ASP (By:06/2030) The performance of reversion in case of GNSS failure Not yet DSNA should be studied further before planning the - 1% planned implementation of RNP1 + RF. -
LSSIP Year 2019 France - Level 1 97 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 82% 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 - National deployment plan of APV/SBAS (supported by EGNOS) and APV/Baro has been launched and is on-going. Consistency with ICAO 3711 has been reached end 2016. This implementation Phase ending 2016 has enabled full consistency with ICAO 3711. 25/01/2024 70% of runway ends are equipped with RNPAPCH with LPV minima.
Full implementation planned by 25/01/2024. REG (By:01/2024) Ongoing DGAC EASA material applied to regulatory activities - 85% 03/12/2020 ASP (By:01/2024) In line with the ICAO 37th assembly resolution, a Ongoing national deployment plan at all IFR runways has been set up, and is in progress.
DSNA PBN APV 81% 70% of runway ends are equipped with RNPAPCH with 25/01/2024 LPV minima.
Full implementation planned by 25/01/2024.
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 - No Optimized Low-Level IFR routes in TMA for Rotorcraft implementation plan to report at this - stage. REG (By:06/2030) Not No Optimized Low-Level IFR routes in TMA for DGAC - % Applicable Rotorcraft implementation plan to report at this stage. - ASP (By:06/2030) Not No Optimized Low-Level IFR routes in TMA for DSNA - % Applicable Rotorcraft implementation plan to report at this stage. -
LSSIP Year 2019 France - Level 1 98 Released Issue Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 99% Late Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 Key Feature: High Performing Airport Operations - The applicable recommendations have been disseminated to the concerned parties in the end 31/12/2024 of 2013 and will be monitored through the regular reviews of the State Safety Plan. REG (By:01/2018) Through its State Safety Plan, DGAC analyzed in early Completed 2013 the applicability of the action plan in order to decide the actions to implement, with associated timeframe to monitor. The applicable measures related to ATM/ANS and airport operators domains have been DGAC already implemented. The applicable recommendations - 100% 31/01/2018 have been disseminated to the concerned parties in the end of 2013 and will be monitored through the regular reviews of the State Safety Plan. However, no oversight activities are planned for the time being to ensure the implementation of the applicable measures. ASP (By:12/2014) EAPPRE was approved in January 2013 by DSNA CEO. Completed For the military, through DGAC's State Safety Plan, as far DSNA as relevant, Armed Forces take account EAPPRE only for SYSAT 100% 31/12/2014 military airfield with civilian traffic through the regular reviews of DSAC. Mil. Completed - - 100% Authority 31/12/2014 APO (By:12/2014) Final implementation of remaining actions are planned Late Groupe ADP with the new APP & Tower system implementation by - 75% 31/12/2024 DSNA at Paris ADP airports by 2025. Aéroport de Completed Lyon-Saint - - 100% - Exupéry Aéroports Completed de Nice- - - 100% 31/12/2013 Côte d'Azur Aéroport de Completed Toulouse- - - 100% 31/12/2014 Blagnac
LSSIP Year 2019 France - Level 1 99 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 - Full implementation on the objective is done through the deployment of ERATO in Brest and Bordeaux. Current systems in other French ACCs allows implementation of direct routings. 31/12/2016 4FLIGHT system is expected to be deployed in Marseille, Reims and Paris allowing further application of DRA concept. ASP (By:12/2017) Many DCTs have been published and are operated daily. Completed DSNA It's a permanent action to increase their amount and - 100% 31/12/2016 availability.
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 implemented in the five ACCs and majors TMAs. Implementation in smaller TMAs is also a 31/12/2010 major program. ASP (By:01/2013) STCA is implemented in all ACCs and 9 major APPs. Completed DSNA Implementation in smaller APPs is under consideration - 100% 31/12/2010 for the next generation of ATM systems.
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 - Objective has been implemented for DSNA. For the military, equipage is in progress for aircraft 30/12/2018 that should be still in service after 2020 (older aircraft are not planned to be equipped). REG (By:12/2015) Handled through aircraft operators continuous Completed DGAC - 100% oversight. 31/12/2015 ASP (By:03/2012) A monitoring system of the performance of ACAS is in Completed place for many years. Each TCAS occurrence is recorded DSNA - 100% and analyzed. If necessary, pilots/companies are 30/11/2011 informed in case of a non-conformity. MIL (By:12/2015) Equipage of ACAS II will be conducted for modern Completed Mil. transport-type aircraft. However, aircrews are trained to - 100% Authority 30/12/2018 react, using or not ACAS.
LSSIP Year 2019 France - Level 1 100 Released Issue 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: Optimized ATM Network Services - France participates to the ETFMS program. Main goals of this objective have been achieved. 31/12/2006 ASP (By:07/2014) Transmission of CPR and FSA messages implemented. Completed FSA messages for route changes is implemented. DSNA There is no intention to implement FSA messages for - 100% 31/12/2006 holding and FDPA re-routing updates. DPI messages at LFPG since 2010.
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 100% Completed 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 - Compliance to the COTR Implementing Rule is globally achieved (only one minor non- compliance is identified and cannot be done in the legacy system, mainly due to lack of 30/06/2016 specification), except for compliance regarding 29/2009 which is addressed under ITY - AGDL ASP (By:12/2012) Completed for the original set of processes, and planned Completed for LOF and NAN processes. Fully compliant with COTR Implementing Rule (except DSNA - 100% for compliance regarding 29/2009 which is addressed 30/06/2016 under ITY-AGDL) with all neighbors when operationally relevant and when their system-capability is achieved. MIL (By:12/2012) Mil. Completed Flight data process is done. - 100% Authority 31/12/2012
LSSIP Year 2019 France - Level 1 101 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 % Ongoing Applicability and timescale: Local Links: B1-RATS | Key Feature: High Performing Airport Operations LFBP - PAU-PYRENEES A digital advanced tower concept will be implemented at Pau-Pyrénées airport (LFBP) in order to facilitate better coordination for approach ATS with departures from Tarbes-Pyrénées (LFBT) 31/03/2021 airport where a camera network will be implemented.
Remote Tower Services AOP14 % Ongoing Applicability and timescale: Local Links: B1-RATS | Key Feature: High Performing Airport Operations LFMD - CANNES-MANDELIEU In order to better accommodate local helicopters traffic increase at Cannes Héliport Quai du Large (LFTL), a Digital Advanced Tower concept has been developed and the implementation 01/10/2020 phase has been launched end 2017 at Cannes-Mandelieu airport (LFMD) in order to visualize and manage heliport movements directly from Cannes-Mandelieu (LFMD) tower.
Remote Tower Services AOP14 % Ongoing Applicability and timescale: Local Links: B1-RATS | Key Feature: High Performing Airport Operations LFOT - TOURS VAL DE LOIRE DSNA is implementing a Remote Tower Center from which aerodrome control services will be provided for LFOT from 2023. 31/12/2023 Aerodrome and Approach control services will be provided by DSNA from 2021. Those services are currently provided by the French Air Force (until July 2021.)
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 LFPG - Paris CDG Airport Capricorn system gives this service for a long time, ADP is going to schedule their removal. -
Guidance assistance through airfield ground lighting Not AOP16 % Applicability and timescale: Local Applicable Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations LFPG - Paris CDG Airport No implementation foreseen. -
Provision/integration of departure planning information to NMOC AOP17 % Ongoing Applicability and timescale: Local Links: B1-ACDM, B1-NOPS | Key Feature: High Performing Airport Operations LFBO - Toulouse Airport DPI messages provision is under implementation in Toulouse-Blagnac airport. 30/06/2020
Provision/integration of departure planning information to NMOC AOP17 % Ongoing Applicability and timescale: Local Links: B1-ACDM, B1-NOPS | Key Feature: High Performing Airport Operations LFML - Marseille Airport DPI messages provision is under implementation in Marseille-Provence airport. 30/06/2020
LSSIP Year 2019 France - Level 1 102 Released Issue Runway Status Lights (RWSL) AOP18 100% Completed Applicability and timescale: Local Links: B2-SURF | Key Feature: High Performing Airport Operations LFPG - Paris CDG Airport System implemented at LFPG since 2017. 03/03/2017
Multi-Sector Planning En-route - 1P2T Not ATC18 % Applicability and timescale: Local Applicable Key Feature: Advanced Air Traffic Services - No MSP implementation planned. -
Enhanced AMAN-DMAN integration Not yet ATC19 % planned Applicability and timescale: Local Links: B2-RSEQ | Key Feature: Advanced Air Traffic Services - -
Enhanced STCA with down-linked parameters via Mode S EHS Not yet ATC20 % planned Applicability and timescale: Local Links: B1-SNET | Key Feature: Advanced Air Traffic Services - -
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations LFBO - Toulouse Airport Objective achieved through formally established "Commission Consultative de 31/12/2012 l'Environnement".
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations LFLL - Lyon Airport Objective achieved through formally established "Commission Consultative de 31/12/2012 l'Environnement".
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations LFML - Marseille Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement".
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations LFMN - Nice Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement".
LSSIP Year 2019 France - Level 1 103 Released Issue Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations LFPG - Paris CDG Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement".
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations LFPO - Paris Orly Airport Objective mainly achieved through formally established "Commission Consultative de 31/12/2013 l'Environnement".
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local Links: B0-CCO | Key Feature: Advanced Air Traffic Services LFBO - Toulouse Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCO instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local Links: B0-CCO | Key Feature: Advanced Air Traffic Services LFLL - Lyon Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCO instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local Links: B0-CCO | Key Feature: Advanced Air Traffic Services LFML - Marseille Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCO instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local Links: B0-CCO | Key Feature: Advanced Air Traffic Services LFMN - Nice Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCO instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.
LSSIP Year 2019 France - Level 1 104 Released Issue Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local Links: B0-CCO | Key Feature: Advanced Air Traffic Services LFPG - Paris CDG Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCO instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local Links: B0-CCO | Key Feature: Advanced Air Traffic Services LFPO - Paris Orly Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCO instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.
LSSIP Year 2019 France - Level 1 105 Released Issue
6. Annexes
A. Specialists involved in the ATM implementation reporting for France
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP National Focal Point DTA Stéphane LAFOURCADE Stéphane LAFOURCADE LSSIP Focal Point for NSA/CAA DTA Eric CHAMBROY LSSIP Focal Point for NSA/CAA DSAC Bérioska MARCHANT LSSIP Focal Point for ANSP DSNA Eric LIEUTAUD LSSIP Focal Point for Military DSAÉ Jean-François ROBERT
Other Focal Points Organisation Name
Focal Point for U-space DSAC Nicolas MARCOU DSNA Antoine MARTIN Focal Point for NETSYS DSNA Bruno SPYCKERELLE Didier PAVET
LSSIP Year 2019 France - Level 1 106 Released Issue
B. National stakeholders organisation charts
LSSIP Year 2019 France - Level 1 107 Released Issue
LSSIP Year 2019 France - Level 1 108 Released Issue
DIRCAM
DIRCAM Director BG** Etienne HERFELD Deputy: COL Jean-Louis MAILHES
SDEA SDR SDSA COL Christophe LCL François CLEMENT COL David PERROT HINDERMANN
LSSIP Year 2019 France - Level 1 109 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 AOM19.2 - ASM management of real-time B1-FRTO FRA & A-FUA #31 3.1.2 - AM-1.8 airspace data B1-NOPS B1-FRTO AOM19.3 - Full rolling ASM/ATFCM process and FRA & A-FUA #31 3.1.3 B1-NOPS - AM-1.8 ASM 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 4.3.1 - ATFCM #18 B1-NOPS AM-1.9 Target Times for ATFCM Purposes 4.3.2 - FCM09 - Enhanced ATFM Slot swapping ATFCM #56 - B1-NOPS -
LSSIP Year 2019 France - Level 1 110 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 #27, - AM-1.15 ATC12.1 - MONA, TCT and MTCD ATM Systems 3.2.1 B1-FRTO #104 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 - ATM Systems #69 - B1-SNET - parameters via 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 France - Level 1 111 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 NAV10 - RNP Approach Procedures to instrument 1.2.1 PBN #103 B0-APTA RMT.0445 - 1.2.2 RWY RMT.0643 NAV12 – ATS IFR Routes for Rotorcraft PBN #113 - B1-APTA MST.031 - Operations - 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 2.1.2 - Surface mgt #02 B2-SURF - CATC detection and CMAC 2.5.1 B1-ACDM - AOP13 – Automated assistance to Controller for #22 Surface mgt 2.4.1 B1-RSEQ - #53 Surface Movement planning and routing B2-SURF Remote #12, #71, AOP14 – Remote Tower Services - B1-RATS RMT.0624 - Tower #52, #13 AOP15 - Enhanced traffic situational awareness - Surface mgt #04 - B2-SURF - and airport SNET for the vehicle drivers AOP16 - Guidance assistance through airfield B1-RSEQ - Surface mgt #47 - - ground lighting B2-DURF AOP17 - Provision/integration of departure Collaborative B1-ACDM - #61 - - planning information to NMOC Apt B1-NOPS
LSSIP Year 2019 France - Level 1 112 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 in vicinity of #55 - B1-APTA - GBAS CAT II/III based on GPS L1 rwy MST.007 SAF11 - Improve runway safety by preventing Surface mgt - - - RMT.0570 - runway excursions RMT.0703 - COM10 - Migration from AFTN to AMHS CNS rat. - - - -
COM11.1 - Voice over Internet Protocol (VoIP) in - CNS rat. - 3.1.4 - AM-1.3 En-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 INF07 - Electronic Terrain and Obstacle Data (e- Pre-SWIM & - 1.2.2 - RMT.0704 - SWIM TOD) RMT.0722 5.1.3, 5.1.4, 5.2.1, 5.2.2, INF08.1 - Information Exchanges using the SWIM Pre-SWIM & B1-DATM #35, #46 5.2.3, - AM-1.5 SWIM B1-SWIM Yellow TI Profile 5.3.1, 5.4.1, 5.5.1, 5.6.1
LSSIP Year 2019 France - Level 1 113 Released Issue
SESAR Major SESAR DP ICAO ASBU Level 3 Implementation Objectives Key ATM EPAS AAS TP Solution family B0, B1, B2 Feature change 5.1.3, 5.1.4, INF08.2 - Information Exchanges using the SWIM Pre-SWIM 5.2.1, B1-DATM #28, #46 - AM-9.1 Blue TI 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 Data link - 6.1.3 B0-TBO RMT.0524 AM-1.1 services 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground Voice Channel - CNS rat. - - - - Spacing below FL195 ITY-FMTP - Apply a common flight message Pre-SWIM B0-FICE - - - AM-1.3 transfer protocol (FMTP) & SWIM B1-FICE ITY-SPI - Surveillance performance and RMT.0679 CNS rat. - - B0-ASUR - interoperability 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:
Optimized ATM Network Services High Performing Airport Operations
Advanced Air Traffic Services Enabling Aviation Infrastructure
LSSIP Year 2019 France - Level 1 114 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 Completed 01-07-2020 Registration of UAS is enforcement already mandatory (financial implemented penalties in case of non- compliance). Registration of UAS operator will enter into force on 2020-07-01. U1 e-Registration Remote Ongoing 01-04-2020 Identification system add-on registration service available (i.e. device physical serial number) U1 e-Registration UA online Completed 01-01-2019 registration service available U1 e-Registration UAS operator Ongoing 01-05-2020 online registration service available U1 e-Registration UAS operator Ongoing 01-05-2020 registration procedure implemented (e.g. national registration number) U1 e- Authority in Completed 29-12-2019 Arrêté du 27 décembre Identification charge of 2019 définissant les issuing and caractéristiques techniques managing des dispositifs de identification signalement électronique et numbers (i.e. lumineux des aéronefs code allocation circulant sans personne à and bord coordination) established
LSSIP Year 2019 France - Level 1 115 Released Issue Phase Service Service Progress Implementation Comment Element Date U1 e- E-identification Completed 01-11-2019 Décret n° 2019-1114 du 30 Identification enforcement octobre 2019 pris pour implemented l'application de l'article L. 34-9-2 du code des postes et des communications électroniques U1 e- The Completed 29-12-2019 Arrêté du 27 décembre Identification identification 2019 définissant les service includes caractéristiques techniques the localisation des dispositifs de of the drones signalement électronique et (i.e. position lumineux des aéronefs and time circulant sans personne à stamp) bord U1 Pre-tactical Geo-limitation Ongoing 01-07-2021 geo-fencing database available U1 Pre-tactical Pre-defined Completed 17-12-2015 Arrêté du 17 décembre geo-fencing restricted areas 2015 relatif à l'utilisation de implementation l'espace aérien par les aéronefs qui circulent sans personne à bord U1 Pre-tactical User access to Ongoing 31-12-2021 As appropriate geo-fencing AIP and NOTAM provided (i.e. to feed drones embedded geofencing features) U2 Tactical geo- Geo-awareness Ongoing 01-07-2021 fencing information available (e.g. geofence and flight restriction information provided up to the moment of take-off) U2 Tactical geo- Real-time pre- Ongoing 31-12-2021 Where required fencing defined restricted areas information data feed available U2 Tactical geo- Restricted area Ongoing 31-12-2021 Where required fencing infringement notification implemented (based on ownship data)
LSSIP Year 2019 France - Level 1 116 Released Issue Phase Service Service Progress Implementation Comment Element Date U2 Flight planning Airspace Ongoing 31-12-2021 Where required management authorisation and flight planning approval processes available U2 Flight planning Automated Ongoing 31-12-2021 Where required management flight plan validation capability available U2 Flight planning Digital Not yet management notification (i.e. Planned digital NOTAM) capability available U2 Flight planning Flight plan Ongoing 31-12-2021 Where required management preparation/op timisation capabilities available U2 Flight planning Flight planning Ongoing 31-12-2021 Where required management support publications available (e.g. obstacles maps; population density maps; risk reduction) U2 Weather Collection of Not yet information weather Planned information from different stakeholders implemented (including return of weather info drone to UTM) U2 Weather Hyperlocal Not yet information weather Planned information available U2 Weather Low-altitude Not yet information wind Planned forecasting information available
LSSIP Year 2019 France - Level 1 117 Released Issue Phase Service Service Progress Implementation Comment Element Date U2 Weather Predictive Not yet information weather hazard Planned alerts at planned drone mission sites available U2 Weather Real-time low- Not yet information altitude wind Planned actual information available U2 Tracking Cooperative Ongoing 31-12-2020 Where required UAS positioning infrastructure available U2 Tracking Non- Ongoing 31-12-2020 Where required cooperative UAS tracking capabilities available (e.g. at airports; high value assets) U2 Tracking Real-time Ongoing 31-12-2020 Where required tracking capabilities available (e.g. location reports; data fusion from multiple sources) U2 Tracking Surveillance Ongoing 31-12-2021 Where required data exchange interface available (i.e. capability to exchange data among the tracking service and other services/system s) U2 Tracking Tracking data Ongoing 31-12-2021 Where required recording capability implemented
LSSIP Year 2019 France - Level 1 118 Released Issue Phase Service Service Progress Implementation Comment Element Date U2 Monitoring Air situation Ongoing 31-12-2021 Where required monitoring capability available (depending on the level of tracking available. See U2 Tracking capabilities) U2 Monitoring Alert/Report Ongoing 31-12-2021 Where required line available U2 Monitoring Flight non- Ongoing 31-12-2021 Where required conformance detection capability available U2 Monitoring Non- Ongoing 31-12-2020 Where required cooperative drones identification capability available to law enforcement, regulatory authority and service providers U2 Monitoring Provision of Ongoing 31-12-2021 Where required traffic information to UAS operators implemented U2 Monitoring Restricted area Ongoing 31-12-2021 Where required infringement detection capability available (based on surveillance data) U2 Drone UTM-relevant Ongoing 31-12-2021 Where required aeronautical dynamic information aeronautical management data available (i.e. provision of information to geofencing and mission planning services)
LSSIP Year 2019 France - Level 1 119 Released Issue Phase Service Service Progress Implementation Comment Element Date U2 Drone UTM-relevant Ongoing 31-12-2021 Where required aeronautical static information aeronautical management data available U2 Procedural ATC/UAS Completed 17-12-2015 Arrêté du 17 décembre interface with coordination 2015 relatif à l'utilisation de ATC procedures l'espace aérien par les defined aéronefs qui circulent sans according to personne à bord airspace classification U2 Procedural Emergency and Ongoing 31-12-2021 Where required interface with contingency ATC procedures implemented U2 Procedural Flight Completed 17-12-2015 Arrêté du 17 décembre interface with notification 2015 relatif à l'utilisation de ATC procedures to l'espace aérien par les nearby airports aéronefs qui circulent sans operators (i.e. personne à bord AFIS; ATC; FIS) implemented U2 Procedural Pre-tactical Completed 17-12-2015 Arrêté du 17 décembre interface with controlled 2015 relatif à l'utilisation de ATC airspace access l'espace aérien par les coordination aéronefs qui circulent sans processes personne à bord available U2 Procedural Rules Ongoing 31-12-2021 Where required interface with awareness ATC service adapted to specific areas, time, type of operations U2 Procedural UAS access Ongoing 31-12-2021 Where required interface with conditions ATC prescription (for specific volumes of airspace) implemented U2 Emergency Emergency Ongoing 31-12-2021 Where required management alert line available U2 Emergency Provision of Ongoing 31-12-2021 Where required management assistance information to UAS operator in case of emergency implemented
LSSIP Year 2019 France - Level 1 120 Released Issue Phase Service Service Progress Implementation Comment Element Date U2 Strategic de- Manned- Completed 17-12-2015 confliction unmanned aircraft deconfliction capability available U2 Strategic de- Pre-flight Ongoing 31-12-2021 Where required confliction information provision involving de- confliction management function U2 Strategic de- Strategic de- Ongoing 31-12-2021 Where required confliction confliction capabilities based on mission plans analysis (e.g. conflicts identification; solution proposal) available U3 Dynamic geo- Data-link Ongoing 31-12-2021 Where required fencing connectivity to geofencing function implemented (e.g. through dedicated web service) U3 Dynamic geo- Live dynamic Ongoing 31-12-2021 Where required fencing restricted areas information data feed available for real-time flight path adjustments U3 Dynamic geo- Up-to-date Ongoing 31-12-2021 Where required fencing guidance information including safety concerns (e.g. forest fires; major events; VIP travel) provided U3 Collaborative ATC alert Ongoing 31-12-2021 Where appropriate Interface with notification ATC implemented
LSSIP Year 2019 France - Level 1 121 Released Issue Phase Service Service Progress Implementation Comment Element Date U3 Collaborative Global air Ongoing 31-12-2021 Where appropriate Interface with situation ATC monitoring capabilities available U3 Tactical de- de-confliction Planned 31-12-2023 Where appropriate confliction management information transmission from the USSP to the UAS U3 Tactical de- de-confliction Planned 31-12-2023 Where appropriate confliction management information transition in real-time U3 Dynamic Airspace Not yet capacity capacity Planned management monitoring capability available U3 Dynamic Management Not yet capacity for capacity due Planned management to non-nominal occurrences, such as weather hazards or emergency situations U3 Dynamic UAS traffic Not yet capacity complexity Planned management assessment capability available U3 Dynamic demand and Not yet capacity capacity Planned management management implemented U3 Dynamic near-real-time Not yet capacity flight Planned management authorization capability available
LSSIP Year 2019 France - Level 1 122 Released Issue
E. SESAR Solutions implemented in a voluntary way3
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 N/A, solution not fully mature #23 N communicatio RTCA SC214/EUROCAE WG78 (DO-350 & in SESAR 1 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).
3 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.
LSSIP Year 2019 France - Level 1 123 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 Similar solution Solution mainly applicable to #116 management procedures, but rather a part of normal deployed in CDG Airport operators 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 Y Le Bourget for Deployment plan to be #117 using visibility conditions. validation defined 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 France - Level 1 124 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 To be considered for future , medium- #06 improve arrival management. When a N depending on fleet equipage density/ time constraint is needed for a flight, the and SESAR2020 results. 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 France - Level 1 125 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 management sequence of aircraft flying towards an #08 N N into multiple area where their routes intersect. By 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 optimized routes Optimized e.g. spaced parallel routes, Fixed Radius route network Transition (FRT) and Tactical Parallel #10 N N using Offset (TPO) further enhanced by on- advanced RNP board performance monitoring and alerting and the execution of more predictable aircraft behaviour Progressive implementation of Continuous procedures for Continuous Descent descent Y, Paris CDG Operations (CDO) and Continuous Climb #11 operations North-West - Operations (CCO) in higher density traffic (CDO) using Arrivals or to higher levels, optimized for each 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 net, by automatically reducing the vertical #105 system (ACAS) N/A N/A airborne solution rate at the approach of the selected flight operations 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 France - Level 1 126 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 concept) for merging traffic into a single in complex #107 entry point, which allows efficient N N terminal integration and sequencing of inbound airspace 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 Y, Paris CDG Management #108 more efficient and simplified traffic North-West - (AMAN) and synchronisation mechanism that reduces Arrivals 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 Y, Brest, Reims, supporting the basic communication (Extended Bordeaux, Aix, #118 between the Local DCB position and the ATC Planning) Athis (4Me Controllers' Work Positions allowing the function systems) 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.
Optimized ATM Network Services
Airspace Users are allowed to change among themselves (via the pre-departure management process in CDM airports) User-driven the priority order of flights in the pre- prioritisation departure sequence. The departure time #57 process Y, Paris CDG - will be automatically (UDPP) communicated/coordinated with the departure Network Management Function (NMF) via the DPI message as described in the A- CDM concept.
LSSIP Year 2019 France - Level 1 127 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 Y, date and location to be #67 trajectory early version, which makes use of flight N defined 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 need for active Mode-S interrogations. By #101 hybrid N N/A airborne solution making fewer active interrogations, this surveillance 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 France - Level 1 128 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 Y, dates to be defined four-dimensional (i4D) datalink capability. services (ATS) according to aircraft equipage #109 The technology can be used to provide N datalink using and commercial end-to-end air–ground communications Iris Precursor arrangement, possibly 2022, 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 ADS-B spoofing of the ground system by outside surveillance of agents. These techniques can also be used Y, Ajaccio and Planned for Bastia and #110 aircraft in to cope with malfunctioning of avionics overseas Bordeaux flight and on equipment. SESAR has contributed to the territories the surface relevant standards, such as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications.
LSSIP Year 2019 France - Level 1 129 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 validated data items into the WAM channel, thereby preventing a need to re- Composite interrogate the data item. Y Planned Chambery 2020, in #114 Surveillance N Since the two surveillance layers share cooperation with skyguide ADS-B / WAM hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.
LSSIP Year 2019 France - Level 1 130 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 France - Level 1 131 Released Issue G. Glossary of abbreviations
This Annex mainly shows the abbreviations that are specific to the LSSIP Document for France. Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/airial/
Term Description
ADP Aéroports de Paris AF ATM Functionality AEFMP Algeria-Spain-France-Morocco-Portugal (Aeropuertos Españoles y Navegación Aérea) Former name of ENAIRE as AENA from 05/07/2014 ALAVIA Etat-major de l’Aviation Navale AMHS ATS Message Handling System ANA Personnel Office BEA Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile Coordonnateur AUtomatique du TRafic Aérien (automatic air traffic CAUTRA coordination system) CEV Centre d’Essai en Vol Commandement des Forces Aériennes / Brigade Aérienne de Contrôle de CFA / BACE l'Espace CNA Certification of ANSP Office COHOR Association pour la COordination des HORaires COMALAT Commandement de l'Aviation Légère de l'Armée de Terre CRNA Centre en Route de la Navigation Aérienne CSSIP Communications Sol-Sol Internet protocole DGAC Direction Générale de l’Aviation Civile DIA Division Information Aéronautique DIRCAM Direction de la Circulation Aérienne Militaire Direction Interarmées des Réseaux d'Infrastructure et des Systèmes DIRISI d'Information DSAC Direction de la Sécurité de l’Aviation Civile DSAÉ Direction de la Sécurité Aéronautique d'État DSNA Direction des Services de la Navigation Aérienne DTA Direction du Transport Aérien ENAIRE (Ex AENA) Spanish ANSP ERATO En Route Air Traffic Organizer FAP Future ATM Profile FT Fast Track CDG Aéroport de Paris Roissy - Charles De Gaulle Moyen d'Aide à l'Ecoulement Séquencé du Trafic avec Recherche MAESTRO d'Optimisation MCU Mission Ciel unique MoD Ministry for the Armed Forces MoT Ministry for the Ecological and Inclusive Transition MOR Mandatory Occurrence Reporting
LSSIP Year 2019 France - Level 1 132 Released Issue Term Description
PCP Pilot Common Project DP Deployment Programme NAS National Airspace System S-AF Sub ATM Functionality SDEA Airspace sub-directorate SDSA Surveillance and Audit sub-directorate SDR Regulatory sub-directorate SETINET Skyguide ENAV International Network SOCRATE (Inter-army voice and data network) UAF Union des Aéroports Français
LSSIP Year 2019 France - Level 1 133 Released Issue