GERMANY Local Single Sky Implementation Level 1 - Implementation Overview

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LSSIP 2018 - GERMANY Local Single Sky ImPlementation Level 1 - Implementation Overview

Document Title LSSIP Year 2018 for Germany

Infocentre Reference 19/02/05/19 Date of Edition 14/06/2019 LSSIP Focal Point Ralf Reiser – [email protected] LSSIP Contact Person Jorge Pinto – [email protected] Status Released Intended for Agency Stakeholders Available in http://www.eurocontrol.int/articles/lssip

Reference Documents

LSSIP Documents https://www.eurocontrol.int/articles/lssip LSSIP Guidance Material https://www.eurocontrol.int/articles/lssip Master Plan Level 3 – Plan https://www.eurocontrol.int/articles/european-atm-master-plan- Edition 2018 level-3-implementation-plan Master Plan Level 3 – Report https://www.eurocontrol.int/articles/european-atm-master-plan- Year 2018 level-3-implementation-report European ATM Portal https://www.eatmportal.eu and https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor Acronyms and abbreviations https://www.eurocontrol.int/sites/default/files/content/documents/o fficial-documents/guidance/Glossaries.pdf National AIP Paper or online publications may be ordered from https://www.eisenschmidt.aero or in pilot shops. FAB Performance Plan https://www.fabec.eu/performance/performance-plan

LSSIP Year 2018 Germany Released Issue

APPROVAL SHEET

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

Stakeholder / Name Position Signature Organisation

Federal Ministry of Dirk NITSCHKE Director Air Navigation Transport and Digital Services Division Infrastructure (LF 17)

Federal Ministry of Ulrich-Martin STIEHL Director Airport Division Transport and Digital (LF 15) Infrastructure

DFS Deutsche Professor Klaus-Dieter Chief Executive Officer Flugsicherung GmbH SCHEURLE

Federal Ministry of Oberst i.G. Frank BEST Branch Chief Policy on Defence Flight Regulations Air Traffic Management and Flight Safety

LSSIP Year 2018 Germany Released Issue

DOCUMENT PRODUCTION

The following table shows the experts who have co-ordinated the different contributions, produced and reviewed this LSSIP Document.

Stakeholder / Name Position Signature Organisation

German Military Benjamin SEVERIN LSSIP Focal Point Aviation Authority German Military (LufABw)

Federal Supervisory André MÜHLIG LSSIP Focal Point Authority for Air German NSA Navigation Services (BAF)

DFS Deutsche Ralf REISER LSSIP Focal Point DFS Flugsicherung GmbH (German FP)

EUROCONTROL Agency Jorge PINTO LSSIP Contact Person for Germany

LSSIP Year 2018 Germany Released Issue

CONTENTS

1. National ATM Environment ...... 9 Geographical Scope ...... 9 National Stakeholders ...... 16 2. Traffic and Capacity ...... 30 Evolution of traffic in Germany ...... 30 ACC Bremen ...... 31 ACC Langen ...... 36 ACC Karlsruhe ...... 41 ACC Munich ...... 46 3. Master Plan Level 3 Implementation Report conclusions ...... 51 4. Implementation Projects ...... 52 National projects ...... 52 FAB projects ...... 54 5. Cooperation activities ...... 56 FAB Co-ordination ...... 56 Regional cooperation ...... 56 6. Implementation Objectives Progress ...... 60 State View...... 60 Detailed Objectives Implementation progress ...... 68

Annexes Specialists involved in the ATM implementation reporting for Germany National stakeholders’ organisation charts Implementation Objectives’ links with SESAR, ICAO and DP Glossary of abbreviations

LSSIP Year 2018 Germany Released Issue

Executive Summary

National ATM Context

Germany (DE) is a member state of the European Union. Germany participates also in all the relevant major international organisations in the field of ATM/ANS, both civil and military. Civil aviation, including ATS (Air Traffic Services) for civil and military air traffic in Germany, falls under the responsibility of the Federal Ministry of Transport and Digital Infrastructure (MoT, “Bundesministerium für Verkehr und digitale Infrastruktur”). At times of tension or war, this responsibility is to be taken over by the Federal Ministry of Defence (MoD, “Bundesministerium der Verteidigung”). The MoD is nevertheless responsible at all times for ATM at military aerodromes and air defence matters and delegates responsibilities to its subordinate military entities. The regional civil and military ATS are integrated within the DFS Deutsche Flugsicherung GmbH, the main air navigation service provider in Germany, a state owned company organised under private law. Military personnel released to the DFS have the same legal status as other DFS staff and are thus subject to civil safety oversight and civil certification. The Federal Supervisory Authority for Air Navigation Services (BAF, “Bundesaufsichtsamt für Flugsicherung”), an independent federal body subordinate to the MoT, acts as the NSA for Germany. BAF covers all the tasks pertaining to an NSA under the SES regulations. The NSA is fully separated from German ANS providers. The “Luftfahrtamt der Bundeswehr” (LufABw) is a federal office subordinate to the MoD. LufABw is tasked to set the standards for the provision of military ATS and is acting as the Military Supervisory Authority (MSA) for all military ATS providers in Germany. LufABw and BAF cooperate based on a bilateral written agreement. As agreed between MoT and MoD, a common liaison office has been established and reported to the European Commission. The German Federal Bureau of Aircraft Accident Investigation (BFU, “Bundesstelle für Flugunfalluntersuchung”) is a federal agency subordinated to the MoT, responsible for the investigation of civil aircraft accidents and serious incidents within Germany. Based on an interdepartmental agreement between the German MoT and the German MoD from September 1999, the BFU responsibilities were transferred to the Director, Bundeswehr Aviation Safety (GenFlSichhBw, “General Flugsicherheit in der Bundeswehr”, an independent branch within the LufABw) for all accidents and incidents when solely military aircraft are involved. Investigations of accidents and malfunctions involving civil and military aircraft are conducted under the responsibility of the BFU, with participation of the Director, Bundeswehr Aviation Safety. Specific airspace blocks of the German upper airspace are served by Maastricht Upper Area Control Centre (MUAC) as established under the Maastricht Agreement by the four participating states (Belgium, Germany, Luxembourg and the Netherlands) and EUROCONTROL. MUAC, which is a NL-based ATS and CNS provider, is specifically addressed in its own LSSIP document. The German MoT and NSA participate in the Maastricht Coordination Group (MCG) and the four states NSA Committee, which deal with regulatory and supervisory aspects as regards MUAC in a highly collaborative and coordinated manner.

LSSIP Year 2018 Germany 1 Released Issue Traffic and Capacity

The year 2018 was characterised by a traffic increase of 4.0% compared to 2017 within the area of responsibility of DFS (with 3.5% during summer 2018 - from May to October) (Data sources in this summary are NMIR - for traffic - and DFS - for en-route ATFM delays incl. post ops adjustments). Due to the unpredicted high traffic increase, staff shortages and bad weather conditions during the summer, the en-route Average Delay per Movement (ADM) “all causes” reached 1.64 minutes per flight in 2018 (2.42 min./flight in the summer). The main causes of en-route ATFM delay in the summer season were “ATC Capacity” (49.1%), “Weather” (28.4%), “ATC Staffing” (15.1%) and “Airspace Management” (6.4%). The ACC with the highest share of en-route ATFM delay was Karlsruhe UAC (79.2% for the entire year, 77.4% in the summer). A network-wide initiative, the so-called NM/4+11 ANSPs Initiative 2018, was set in place from 24 May until 8 November in order to partially off-load the upper airspace and thereby reduce the negative impact of demand/capacity imbalances and the resulting en-route ATFM delay. The EUROCONTROL Seven-Year Forecast, published in September 2018, predicts a traffic increase of 3.5% for 2019 in Germany compared to 2018, as well as an average annual growth rate of 1.9% between 2018 and 2024 according to the baseline scenario. DFS expects a traffic growth of 3.2% for the year 2019 within its area of responsibility and an average annual growth rate of 1.8% between 2019 and 2024. In Bremen ACC, ADM “all causes” reached 0.17 min. per flight in 2018 (0.25 min./flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (56.0%), “Weather” (31.0%), “ATC Staffing” (8.0%) and “Airspace Management” (4.7%). The implementation of the new ATM system iCAS is planned for the winter period 2021/2022; the new Berlin Brandenburg Airport is expected to open in October 2020. In Langen ACC, ADM “all causes” amounted to 0.49 min. per flight in 2018 (0.78 min./flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (45.9%), “Weather” (28.4%) and “ATC Staffing” (24.7%). The airspace project Langen 2.0 is planned to be implemented by 2023; the implementation of the new ATM system iCAS is scheduled for the winter period 2022/2023. In Munich ACC, ADM “all causes” amounted to 0.25 min. per flight in 2018 (0.45 min./flight in the summer). “Weather” was the main reason for en-route ATFM delay in the summer (60.1%), followed by “ATC Capacity” (39.9%). A new airspace structure was introduced in the Eastern sector family in 2018; the implementation of the new ATM system iCAS is scheduled for the winter period 2020/2021. In Karlsruhe UAC, ADM “all causes” amounted to 2.17 min. per flight in 2018 (3.18 min./flight in the summer). The main causes of en-route ATFM delay in the summer were “ATC Capacity” (50.3%), “Weather” (25.4%), “ATC Staffing” (14.9%) and “Airspace Management” (8.0%).

LSSIP Year 2018 Germany 2 Released Issue Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that two objectives – AOM19.1 and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011‐2017) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

Pre-SESAR 2010 2019 Implementation 80%

PCP 2015 2023 Implementation 36%

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.

Advanced Air Enabling Aviation Optimised ATM Traffic Services High Performing Infrastructure

Network Services Airport Operations

84% 83% 79% 79% 74%

31% 10% 10%

PCP PCP PCP PCP SESAR SESAR SESAR SESAR - - - - Pre Pre Pre Pre

LSSIP Year 2018 Germany 3 Released Issue ICAO ASBUs Progress Implementation

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

2010 2018 Block 0 74%

2015 2022 Block 1 48%

ATM Deployment Outlook

State objectives

- Enhanced STCA for TMAs Deployed in 2017-2018: [ATC02.9] 100% progress - MTCD & CORA [ATC12.1] 100% progress - AMAN to further en-route [ATC15.2] 100% progress